INTEGRATED SYSTEMS AND METHODS FOR AUTONOMOUS VEHICLE WASHING AND DRYING

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority of U.S. Provisional Patent Application Ser. No. 63/730,105, filed on Dec. 10, 2024, entitled “Integrated Systems and Methods for Autonomous Vehicle Washing and Drying,” the entire contents of which is hereby incorporated by reference herein.

TECHNICAL FIELD

The present disclosure relates generally to vehicle washing systems and, more particularly, to systems for washing and drying autonomous vehicles.

BACKGROUND

Convention car washes were not designed with autonomous vehicles in mind. Their standard equipment may damage an autonomous vehicle's sensitive sensors and cameras, which could render the vehicle inoperable until remedied. In addition, the movement of the wash equipment within the car wash tunnel can trigger the vehicle's “lock out” mode in which the tires lock, making it difficult or impossible to move the vehicle through the car wash, or out of the way for another vehicle. Further, frequent cleaning may be especially important for autonomous vehicles to maintain their aesthetic and functional integrity. This is because they can operate for many hours without interruption, thereby exposing them to a significant amount of environmental contaminants, such as dirt, dust, road grime, grease, and salt. The present disclosure is directed to overcoming these and other problems of the prior art.

SUMMARY

Embodiments of the present invention address and overcome one or more of the above shortcomings and drawbacks, by providing methods, systems, and apparatuses related to vehicle wash systems for autonomous vehicles.

In an exemplary embodiment, a vehicle wash system for an autonomous vehicle includes a tunnel, a vehicle wash path within the tunnel, and wash equipment disposed along the vehicle wash path. The vehicle wash system further includes at least one conveyor and at least one beltless roller deck with idler rollers, one for receiving the vehicle's driver-side tires and one for receiving the vehicle's passenger-side tires, each that extends along the vehicle wash path to cause a vehicle to be washed to move along the vehicle wash path. In addition, the vehicle wash system includes an entrance area leading into the tunnel, and each of the conveyor(s) and beltless roller deck(s) extend outwardly into the entrance area such that they can receive a vehicle and move it into the tunnel, regardless of the vehicle's gear.

In some embodiments, the conveyor(s) and beltless roller deck(s) extend into the entrance area for a distance greater than or equal to the length of the vehicle to be washed, which can be, for example, a dual-wheeled truck, a sprinter van, a school bus, a large tractor-trailer, a passenger vehicle, or even a scissor lift.

In some embodiments, the vehicle wash system includes two lines of initial positioning markers, one on either side of the entrance area, for interacting with sensors of the vehicle to guide the vehicle into alignment with the tunnel.

In some embodiments, the vehicle wash system further includes an exit area leading out of the tunnel with two sets of beltless roller decks, for receiving the vehicle as it exits the tunnel.

In some embodiments, there is a trench formed in the floor of the tunnel, and the conveyor(s) is installed within the trench. Within the trench are separation areas, formed by longitudinally spaced dams that extend transversely from one side of the trench to another. Each separation area is fluidly connected to a storage tank via a drainage pipe. In this configuration, distinct wash fluids can be collected in respective separation areas and then travel to respective storage tanks for reuse.

In some embodiments, the beltless roller deck(s) are attached to the floor and, beneath the beltless roller decks, are openings to channels to a separation area in the trench. In this configuration, one separation area is shared between the conveyor(s) and the beltless roller deck(s) such that the beltless roller deck(s) does not need its own dedicated separation area.

In some embodiments, the wash equipment includes a rotatable drying arm assembly that includes a vertical shaft and a drying arm that extends from the vertical shaft and over the vehicle wash path. Each of the vertical shaft and the drying arm include a plurality of nozzles through which air can blow to dry a vehicle. The drying arm assembly also includes at least one blower motor fluidly connected to the plurality of nozzles. The vertical shaft is attached to the floor of the tunnel via a slewing bearing that can be used to rotate the drying arm assembly to follow the contour of a vehicle as it progresses along the vehicle wash path.

In some embodiments, the wash equipment includes a nozzle system between the conveyor(s) and beltless roller deck(s) for spraying wash fluids at the underbody of a vehicle. In one embodiment, the nozzles are arranged in two lines that angle away from each other in the tunnel from the tunnel entrance to the tunnel exit.

In some embodiments, the wash equipment includes a nozzle system and a controller for adjusting the pressure of the wash fluids exiting the nozzles based on the area of the vehicle proximate the nozzles or in the nozzle's ejection path.

In some embodiments, the vehicle wash system further includes a communication system for communicating between the vehicle wash system and a plurality of autonomous vehicles to be washed. In some embodiments, the communication system can receive communications from autonomous vehicles indicating, for example, information about the vehicle or that the vehicle has arrived at the vehicle wash system. In some embodiments, the communication system can send communications to autonomous vehicles indicating, for example, that a vehicle can enter or exit the vehicle wash system, or engage or disengage wash mode. In some embodiments, the communication system both receives and transmits communications to autonomous vehicles to schedule wash appointments for those vehicles, to select wash options, etc. In some embodiments, the autonomous vehicle could send to the communication system 758, and the communication system 758 could receive from the autonomous vehicle, a communication indicating that the vehicle was overheating or otherwise sent a fire and in response, the vehicle wash system 758 would remove the vehicle from the wash tunnel.

In another exemplary embodiment, a vehicle wash system for an autonomous vehicle includes a tunnel, a vehicle wash path within the tunnel, and wash equipment disposed along the vehicle wash path. The vehicle wash system further includes at least one conveyor and at least one beltless roller deck, one for receiving the vehicle's driver-side tires and one for receiving the vehicle's passenger-side tires, each that extends along the vehicle wash path to cause a vehicle to be washed to move along the vehicle wash path. In addition, the vehicle wash system includes an exit area leading out of the tunnel with two beltless roller decks, one for receiving the vehicle's driver-side tires and one for receiving the vehicle's passenger-side tires, for receiving the vehicle as it exits the tunnel.

In some embodiments, the two beltless roller decks in the exit area are longer than or as long as the length of the vehicle to be washed, which can be, for example, a dual-wheeled truck, a sprinter van, a school bus, a large tractor-trailer, a passenger vehicle, or even a scissor lift.

In some embodiments, the vehicle wash system further includes a roller locking system for engaging the idler rollers of the beltless roller decks in the exit area to prevent the rollers from spinning. When the rollers of the beltless roller decks are locked and not spinning, the vehicle may be placed in drive mode and the vehicles' tires frictionally engage the non-spinning rollers as the vehicle leaves the beltless roller decks. In an embodiment, roller locking system includes a plate and an elastomer material between the plate and the idler rollers of the beltless roller decks in the exit area. In response to an indication that the beltless roller decks in the exit area have received the vehicle's rear tires, the plate moves towards the idler rollers or the beltless roller decks to compress the elastomer material between the plate and the idler rollers to lock the rollers in place.

In some embodiments, the vehicle wash system includes two lines of positioning markers, one on either side of the exit area, for interacting with sensors of the vehicle.

In yet another exemplary embodiment, a vehicle wash system for an autonomous vehicle includes a tunnel, a vehicle wash path within the tunnel, and wash equipment disposed along the vehicle wash path. The vehicle wash system further includes at least one conveyor and at least one beltless roller deck, one for receiving the vehicle's driver-side tires and one for receiving the vehicle's passenger-side tires, and each extends along the vehicle wash path to cause a vehicle to be washed to move along the vehicle wash path. There is a trench formed in the floor of the tunnel, and the conveyor is installed within the trench. Within the trench are separation areas, formed by longitudinally spaced dams that extend transversely from one side of the trench to another. Each separation area is fluidly connected to a storage tank via a drainage pipe. In this configuration, distinct wash fluids can be collected in respective separation areas and then travel to respective storage tanks for reuse.

In some embodiments, the vehicle wash system further includes a plurality of support structures extending transversely from one side wall of the trench to the other and a shelf extending longitudinally within the trench for supporting the plurality of support structures. The conveyor(s) is installed on the plurality of support structures.

In some embodiments, the conveyor(s) and the shelf are narrower than the trench and offset to an inner wall of the trench.

In some embodiments, there are two wash fluids: fresh water and a wash fluid containing a chemical.

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Additional features and advantages of the disclosed technology will be made apparent from the following detailed description of illustrative embodiments that proceeds with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and other aspects of the present invention are best understood from the following detailed description when read in connection with the accompanying drawings. For the purpose of illustrating the invention, there are shown in the drawings embodiments that are presently preferred, it being understood, however, that the invention is not limited to the specific instrumentalities disclosed. Included in the drawings are the following Figures:

FIG. 1 depicts a cross-sectional side view of a conveyor, according to an embodiment of the present disclosure.

FIG. 2 depicts a detailed view of FIG. 1, zoomed in to detail the interaction between a vehicle's tires, a conveyor belt, and idler rollers, according to an embodiment of the present disclosure.

FIG. 3A depicts a top view of a conveyor system, the conveyor system comprising two conveyors, according to an embodiment of the present disclosure.

FIG. 3B depicts a top view of a conveyor system, the conveyor system comprising one conveyor and one static guideway, according to an embodiment of the present disclosure.

FIG. 4A depicts a transverse cross-sectional view of a conveyor system, the conveyor system comprising two conveyors, according to an embodiment of the present disclosure.

FIG. 4B depicts a transverse cross-sectional view of a conveyor system, the conveyor system comprising one conveyor and one static guideway, according to an embodiment of the present disclosure.

FIG. 5A depicts a perspective view of a partially constructed conveyor without the belt as viewed from above, according to an embodiment of the present disclosure.

FIG. 5B depicts an exploded view of the partially constructed conveyor as depicted in FIG. 5A, according to an embodiment of the present disclosure.

FIG. 6A depicts a perspective view of a partially constructed conveyor as viewed from below, according to an embodiment of the present disclosure.

FIG. 6B depicts an exploded view of the partially constructed conveyor as depicted in FIG. 6A, according to an embodiment of the present disclosure.

FIGS. 6C-6E depict transfer cross-sectional views of the partially constructed conveyors, according to embodiments of the present disclosure.

FIG. 7A depicts a perspective view of an idler roller, according to an embodiment of the present disclosure.

FIG. 7B depicts a side view of an idler roller, showing its entire length, according to an embodiment of the present disclosure.

FIG. 7C depicts an end view of an idler roller, according to an embodiment of the present disclosure.

FIG. 8A depicts a side view of a drive roller, showing its entire length, according to an embodiment of the present disclosure.

FIG. 8B depicts an end view of a drive roller, according to an embodiment of the present disclosure.

FIG. 9A depicts a partially constructed, detailed view of a conveyor, highlighting idler rollers without a belt, according to an embodiment of the present disclosure.

FIG. 9B depicts the conveyor as shown in FIG. 9A, with the belt included, according to an embodiment of the present disclosure.

FIG. 10 depicts a conveyor frame with a plate positioned at the bottom of the frame rather than return rollers, according to an embodiment of the present disclosure.

FIGS. 11A-11D depict various views of a bushing, according to an embodiment of the present disclosure.

FIG. 12 depicts a detailed view of a conveyor, zoomed in to highlight the interaction between idler rollers and a bushing, according to an embodiment of the present disclosure.

FIG. 13 depicts a partially transparent perspective view of a conveyor, where an idler roller and a bushing are non-transparent, according to an embodiment of the present disclosure.

FIG. 14 depicts a detailed view of a conveyor, zoomed in to highlight the interaction between a tail roller and a bushing, according to an embodiment of the present disclosure.

FIG. 15 depicts a partially constructed conveyor, according to an embodiment of the present disclosure.

FIG. 16A depicts an exemplary embodiment of a conveyor in which a belt sits atop a plurality of idler rollers, the idler rollers being operatively connected to a plurality of bushings and the belt being connected at its ends by a belt connector, according to an embodiment of the present disclosure.

FIG. 16B depicts an exemplary embodiment of a belt connected at its ends by a belt connector, according to an embodiment of the present disclosure.

FIG. 17 depicts an exemplary embodiment of a belt wherein pucks are positioned in rows across the length of the belt, according to an embodiment of the present disclosure.

FIG. 18 depicts a detailed view of a conveyor wherein a safety plate is positioned at the end of the conveyor, according to an embodiment of the present disclosure.

FIG. 19 depicts a detailed view of a conveyor wherein a motor and gearbox assembly are operatively connected to a drive roller, according to an embodiment of the present disclosure.

FIG. 20 depicts a front perspective view of a vehicle carried by a conveyor, the large arrow highlighting the horizontal shifting of a belt across the conveyor to compensate for the position of a vehicle's tires, according to an embodiment of the present disclosure.

FIG. 21 depicts a front perspective view of a vehicle carried by a conveyor, according to an embodiment of the present disclosure.

FIG. 22 depicts a rear perspective view of a vehicle carried by a conveyor, according to an embodiment of the present disclosure.

FIG. 23 depicts a top view of the vehicle wash system, including the entrance opening, exit opening, tunnel, wash pathway, conveyor, wash equipment, and static guideway, according to an embodiment of the present disclosure.

FIG. 24A depicts a top view of a conveyor system, the conveyor system comprising six conveyors, according to an embodiment of the present disclosure.

FIG. 24B depicts a top view of a conveyor system, the conveyor system comprising three conveyors and one static guideway, according to an embodiment of the present disclosure.

FIG. 25A depicts a conveyor configuration in which a driver's side comprises a conveyor and a beltless roller deck that each span the full length of the wash area, providing continuous movement to the vehicle, according to an embodiment of the present disclosure.

FIG. 25B depicts a conveyor configuration in which a driver's side comprises a conveyor that extends for the full length of the wash system and a partial-length beltless roller deck that extends only a portion of the length of the wash system, according to an embodiment of the present disclosure.

FIG. 25C depicts a conveyor configuration in which a driver's side comprises a conveyor belt that extends for the entire length of the wash system and two partial-length beltless roller decks that each extend only a portion of the length of the wash system, according to an embodiment of the present disclosure.

FIGS. 26A-26C depict conveyor configurations in which a driver's side comprises one or more conveyors in series and various configurations of beltless roller decks, according to embodiments of the present disclosure.

FIGS. 27A-27D depict various views of a beltless roller deck, according to an embodiment of the present disclosure.

FIG. 28 depicts a transverse cross-sectional view of a conveyor system, the conveyor system comprising one conveyor and one beltless roller deck, according to an embodiment of the present disclosure.

FIG. 29 shows a cross-sectional side view of a beltless roller deck, according to an embodiment of the present disclosure.

FIG. 30 depicts a detailed view of FIG. 29, zoomed in to detail the interaction between a vehicle's tires and idler rollers.

FIGS. 31A-31C depict various views of vehicles carried by a conveyor system with a beltless roller deck, according to embodiments of the present disclosure.

FIG. 32 depicts a top view of a vehicle wash system, the system comprising a tunnel and a wash path.

FIGS. 33A and 33B depict various views of a high-pressure system installed on a beltless roller deck, according to an embodiment of the present disclosure.

FIGS. 34A and 34B depict various views of a main beam of a frame, according to an embodiment of the present disclosure.

FIG. 35 depicts a cross member, according to an embodiment of the present disclosure.

FIGS. 36A and 36B depict various views of a clip, according to an embodiment of the present disclosure.

FIGS. 37A-37E depict various views of a gearbox mount, according to an embodiment of the present disclosure.

FIG. 38 illustrates an example of a conveyor and beltless roller deck system within a vehicle wash facility, according to an embodiment of the present disclosure.

FIG. 39 shows an exemplary chemical and wastewater management system that may be integrated into a vehicle wash facility, according to an embodiment of the present disclosure.

FIG. 40 depicts a cross-sectional view of a vehicle wash path with one separation area shared between a conveyor and a beltless roller deck, according to an embodiment of the present disclosure.

FIG. 41 illustrates an example nozzle configuration 140 and pump system designed to deliver targeted, high-pressure cleaning in a vehicle wash facility, according to an embodiment of the present disclosure.

FIGS. 42A-42C depict top and front perspective views of an underbody nozzle system 142, according to embodiments of the present disclosure.

FIG. 43 illustrates an exemplary layout of a vehicle wash facility optimized for autonomous vehicles, including wash equipment and operational zones for entry, washing, and exit, according to an embodiment of the present disclosure.

FIG. 44 depicts a cross-sectional view of an exit area beltless roller deck 175 and a locking system, according to an embodiment of the present disclosure.

FIGS. 45A and 45B depict a side view of the locking system of FIG. 45 in the unlocked and locked positions, respectively, in accordance with an embodiment of the present disclosure.

FIG. 46 illustrates an exemplary washer unit configuration, according to an embodiment of the present disclosure.

FIG. 47 depicts a top-down view of an exemplary washer system, showing the positioning of dual washer units on either side of a vehicle, according to an embodiment of the present disclosure.

FIG. 48 provides a detailed view of the wheel and side washer system, according to an embodiment of the present disclosure.

FIG. 49 illustrates another example of a washer unit configuration, according to an embodiment of the present disclosure.

FIG. 50 illustrates an exemplary air dryer system form, e.g., a tractor-trailer, according to an embodiment of the present disclosure.

FIG. 51 depicts a side view of an exemplary tractor-trailer air dryer system operating within a wash tunnel.

DETAILED DESCRIPTION

This application incorporates by reference the entirety of the previously filed applications related to vehicle wash systems and conveyor systems, including U.S. application Ser. No. 18/901,486, titled “Vehicle Wash System with Belt Conveyor”, filed on Sep. 30, 2024, U.S. Provisional Application No. 63/636,240, titled “Vehicle Wash Mitter System”, filed on Apr. 19, 2024, International Application No. PCT/US25/25333, titled “Vehicle Wash Mitter System”, filed on Apr. 18, 2025, U.S. Provisional Application No. 63/552,414, titled “Vehicle Wash With Multiple Belt Conveyor System”, filed on Feb. 12, 2024, International Application No. PCT/US25/15582, titled “Vehicle Wash System with Multiple Belt Conveyor”, filed Feb. 12, 2025, U.S. Provisional Application No. 63/557,802, titled “Vehicle Wash With Multiple Belt Conveyor System”, filed on Feb. 26, 2024, U.S. Provisional Application No. 63/714,527, titled “System and Method for Vehicle Washing”, filed on Oct. 31, 2024, U.S. application Ser. No. 19/375,868, titled “Vehicle Wash System with Belt Conveyor and Beltless Rollers”, filed Oct. 31, 2025.

The present disclosure builds upon the principles detailed in the previous filing, expanding and improving upon those systems to address additional challenges and opportunities within the vehicle wash industry. In particular, the present application pertains to solutions for underbody wash systems, autonomous vehicle compatibility, and specialized heavy truck wash equipment.

It is understood that the embodiments described in this disclosure are presented by way of example and are not intended to limit the scope of the invention. Modifications, adaptations, and alternative configurations that remain within the scope of the disclosed concepts are expressly contemplated.

In some embodiments, the present disclosure pertains to a conveyor system designed for transporting vehicles through a vehicle wash facility. This conveyor system can transport a broad spectrum of vehicles, ranging in size from compact passenger cars to specialized and bulky vehicles like dual-wheeled trucks, sprinter vans, school buses, and large tractor-trailers, etc. through a vehicle wash facility.

In some embodiments, a conveyor system carries a vehicle through a vehicle wash facility along its length. The system may form part of a comprehensive vehicle wash system, such that the vehicle wash system can wash, dry, and carry out other various wash related activities as the conveyor moves the vehicle along the conveyor path and through the vehicle wash facility.

In some embodiments, the conveyor system comprises at least one conveyor 100. In some embodiments, the conveyor comprises several sub-components, including, but not limited to, a frame 800, a conveyor belt 200, a roller deck assembly 300, a motor and gearbox assembly 400, a power pack 430 and a divider 431. FIGS. 37A-37E depict various views of a gearbox mount, according to an embodiment of the present disclosure.

In some embodiments, conveyor 100 is designed such that only some of the rollers are engaged as a vehicle traverses the wash facility, thereby enhancing durability of the system by reducing unnecessary wear and tear.

In some embodiments, the conveyor system comprises a horizontal transverse camber across its width, which aids in correctly aligning a diverse range of vehicle types. In some embodiments, the conveyor system comprises a longitudinal gradient elevation along its length, starting from the point of entry and rising to the point of exit.

In some embodiments, the conveyor system comprises one conveyor 100. In some embodiments, the conveyor system comprises at least two conveyors 100. This multi-conveyor configuration ensures that each side of a vehicle, both right and left sides (also known as passenger and driver sides), is supported by its own conveyor 100. In some embodiments, the conveyor system comprises multiple conveyors 100 along either the passenger side, the driver side, or both sides of the length of the car wash facility. In this arrangement, vehicles may traverse non-conveyor areas as they move through the facility.

FIG. 1 depicts a cross-sectional side view of an exemplary embodiment of a conveyor 100. In some embodiments, conveyor 100 comprises a roller deck assembly 300. Roller deck assembly 300 may comprise a plurality of idler rollers 310, a tail roller 330, and a drive roller 320. Conveyor 100 may comprise a plurality of return rollers 340. Conveyor 100 may comprise a belt 200 that sits atop roller deck assembly 300. In some embodiments, a plurality of pucks 220 may be attached to belt 200. In some embodiments, a motor and gearbox assembly 400 may be operatively connected to drive roller 320. A power pack 430 may be operatively connected to motor and gearbox assembly 400.

FIG. 2 depicts a detailed view of FIG. 1, zoomed in to detail the interaction between a vehicle's tires, a conveyor belt 200, and idler rollers 310. Idler rollers 310 only turn when the force of a vehicle's tires cause a sufficient level of friction between belt 200 and engaged idler rollers 310. By configuring belt 200 and idler rollers 310 such that each idler roller 310 only turns when it is supporting the weight of a vehicle wheel, the number of rotations each roller bearing undergoes during a wash cycle can be reduced from hundreds to less than one rotation. This preserves the bearings of the roller, as less water/solvent and dirt are rolled into the bearing.

Achieving this balance requires careful design. When there is no weight directly above a roller, the belt should slide over the surface of the roller (or above the roller), rather than turn the roller (or move without touching the roller surface at all). This means that the circumferential friction force from the belt should be minimized such that the incidental friction of the belt/roller interaction is insufficient to overcome the inertia of the idler roller and the parasitic static friction of the bearings of each idler roller (e.g., a breakaway torque for the resting bearing). This can be achieved by tensioning belt 200 between drive roller 320 and tail roller 330 such that the catenary formed by the sagging belt applies a minimal normal force between belt 200 and each idler roller 310. Note that a vehicle and its respective load will apply additional tension by riding the belt. Similarly, by using a shorter distance between the drive and tail rollers, less catenary sag can be achieved to minimize the normal force. A lighter belt, such as a thinner belt or one with less dense polymer, can also reduce this force or the sag. A heavier belt will sag and apply more normal force to the rollers due to its own weight, which could cause the idler rollers to turn even without a load. A lighter belt will be less likely to cause the rollers to rotate unless additional force from a transported object is present. The belt should be lightweight but durable, with a balance between weight and strength.

The coefficient of friction between the belt and the idler roller surface should be minimized because the incidental circumferential friction force is the product of the normal force and the friction coefficient. In some embodiments, the inner belt face uses a different material from the rest of the belt, chosen for low friction properties. In some embodiments, the roller surface is polished to reduce friction. In some embodiments, each idler roller is solid steel, and a sleeve is placed around the roller using a low friction material. In some embodiments, the inner surface of the belt (or surface of the roller) is lubricated with water or oil/grease to minimize the friction between the idler rollers and the belt.

The other component of the idler roller and belt design that can minimize incidental rotation is to increase the friction within the bearing or to increase the inertia of the roller by using a heavy or dense material, such as stainless steel and a radius for the bearing that sufficiently increases the weight. Whether a roller rotates or not is determined by whether the torque introduced by the belt is less than the breakaway torque of the bearing and inertia. Therefore, the ratio of the bearing/axle diameter and the roller diameter should be carefully considered. Similarly, the coefficient of friction within the bearing should also be increased enough that it resists incidental torque.

For example, consider a conveyor system where the conveyor belt is made of a lightweight, durable material (such as polyurethane, natural rubber, synthetic rubber, steel, nylon, silica, polyester, carbon black, and/or petroleum) with a thickness of 0.5 inches and a density of approximately 0.04 pounds per cubic inch. The belt has a width of 24 inches and is tensioned between a drive roller and a tail roller, which are spaced 40 feet apart. The belt tension is set to 200 pounds-force, resulting in a minimal catenary sag of about 1 inch at the midpoint between the rollers. Idler rollers are spaced every 3 inches along the length of the conveyor. Each idler roller is made of solid steel with a diameter of 2 inches (radius of 1 inch) and a length of 24 inches at its exterior cylinder and 28 inches when including its mounting shafts. Each idler roller weighs approximately 18 pounds, providing sufficient inertia to resist incidental rotation. In some embodiments, these rollers 310 are spaced 3 ″ apart, with a 2 ″ diameter on 3 ″ centers. In some embodiments, the ideal diameter of the idler roller 310 is such that, when a tire is over the idler rollers 310 and substantially flat due to the pressure of its weight, exactly three idler rollers 310 are beneath the flat portion of the tire, with no less than two center points. In some embodiments, a center-to-center distance of 2.5 ″ and a diameter of 2 ″ can be ideal from a mechanical standpoint, but more expensive than other acceptable options, such as 2 ″ diameter rollers with 3 ″ centers. In some embodiments, the width of the rollers can be adjusted based on the anticipated load. In some embodiments, larger diameter rollers will not work on small diameter tires as the belt will break with a load.

The bushings used for idler rollers 310 are sealed polyethylene bushings with a breakaway torque of approximately 0.05 pound-feet due to static friction. The normal force (N) between the belt and each idler roller, caused by the belt's weight and tension, is approximately 4 pounds. This is calculated based on the belt's weight per unit length and the minimal sag resulting from the set tension. The coefficient of friction (u) between the inner surface of the belt and the steel surface of the idler rollers is 0.1.

The incidental torque (T_incidental) acting on an idler roller when no vehicle is present is calculated using the formula: T_incidental=N×μ×r, where N=4 pounds (normal force), μ=0.1 (coefficient of friction), and r=1 inch (radius of the roller). So,

T incidental = N × μ × r = 4 ⁢ lbs × 0 . 1 × 1 1 ⁢ 2 ⁢ ft = 0.0333 pound - feet .

Since, in this example, the breakaway torque of the bearing is 0.05 pound-feet, the incidental torque is less than the breakaway torque. This means that the idler rollers will not rotate under the belt's own weight and tension when no vehicle is present, thus reducing necessary wear.

When a vehicle wheel passes over the belt, the additional weight increases the normal force on the idler rollers directly beneath the wheel to approximately 1,000 pounds (assuming a wheel load of 1,000 pounds). The torque when a vehicle is present (T_vehicle) is:

T v ⁢ h ⁢ e ⁢ i ⁢ c ⁢ l ⁢ e = N v ⁢ e ⁢ h ⁢ i ⁢ c ⁢ l ⁢ e × μ × r = 1 , TagBox[",", "NumberComma", Rule[SyntaxForm, "0"]] 000 ⁢ lbs × 0.1 × 1 1 ⁢ 2 ⁢ ft = 8.33 pound - feet .

This torque exceeds the breakaway torque, causing the idler rollers to rotate as needed when supporting a vehicle.

This above example demonstrates how selecting appropriate materials, dimensions, belt tension, and surface finishes can create a conveyor system when the incidental torque on the idler rollers is lower than the breakaway torque of the bearings. This ensures that the rollers only rotate when necessary, enhancing the system's durability by reducing wear on the bearings and rollers. These specific dimensions, materials, and values are provided for illustrative purposes only and should not be considered as limiting the invention. Variations in materials, dimensions, configurations, and other parameters may be employed.

FIG. 3A depicts a top view of an exemplary embodiment of a conveyor system, the conveyor system comprising two conveyors 100. In some embodiments, two conveyors 100 are positioned such that one conveyor 100 sits below each set of tires (i.e., the one set on the left side and the other set on the right side) of a vehicle to be carried through a wash facility. Each conveyor 100 may comprise a belt 200. Each conveyor 100 may comprise at least one safety plate 500. In some embodiments, one safety plate 500 may be present at the entry of each conveyor 100 and another safety plate 500 may be present at the exit of each conveyor 100. In some embodiments, each conveyor 100 is operatively connected to a motor and gearbox assembly 400. In some embodiments, each motor and gearbox assembly 400 is operatively connected to a power pack 430. Power pack 430 may be operatively connected to a divider 431. In some embodiments, hoses 432 connect divider 431 and power pack 430 to each motor and gearbox assembly 400 and its corresponding conveyor 100, thereby dividing the power generated by the power pack 430 between each conveyor 100.

In some embodiments, there exists a transverse horizontal slope between the two conveyors 100. In some embodiments, at the entrance and exit of each conveyor, there exists a slab 550, which also comprises the same transverse horizontal slope. In FIGS. 3A-3B, this transverse horizontal slope is depicted with a diagonal line across the conveyors 100 and slab 550.

FIG. 3B depicts a top view of an exemplary embodiment of a conveyor system, the conveyor system comprising one conveyor 100 and one static guideway 150. In this embodiment, the vehicle's transmission is placed into neutral, such the passenger (right) side of the vehicle freely rolls on a concrete or metal surface while chocks or pucks in the conveyor belt 200 push the driver (left) side tires forward without rotating.

FIGS. 24A-24B depict top views of exemplary multi-conveyor systems.

In some embodiments, the conveyor system may comprise multiple individual conveyors. In some embodiments, the conveyor system may comprise at least one conveyor situated on each side of a vehicle, such that both passenger and driver side tires are carried by a conveyor.

In some embodiments, the conveyor system may comprise at least one loading conveyor 201. Loading conveyor 201 is the at least one conveyor where vehicles are loaded into the wash system. In some embodiments, following loading conveyor 201, the conveyor system may comprise at least one washing conveyor 202. At least one washing conveyor 202 moves vehicles through the core cleaning segment of the facility. At least one washing conveyor 202 may be surrounded by various cleaning equipment, such as spray nozzles, chemical application arches, brushes, and mitters. In some embodiments, following washing conveyor 202, the conveyor system may comprise at least one departing conveyor 203, where post-wash treatments may be applied, and vehicles may be dried and prepared to exit the facility. As depicted in FIGS. 24A-24B, loading 201, washing 202, and departing conveyors 203 may be powered by gearboxes 400 connected to a hydraulic power pack 420 and a hydraulic divider 431.

In some embodiments, the multiple conveyors are synchronized by hydraulic power pack 430 and hydraulic divider 431. Hydraulic power pack 430 supplies pressurized hydraulic fluid to hydraulic divider 431, which then distributes the fluid to gearboxes 400 associated with each drive roller 320 of conveyors 201, 202, 203. This ensures that each conveyor operates at the same speed, allowing for consistent vehicle motion and speed throughout the washing process.

In some embodiments, as depicted in FIGS. 24A-24B, the entry point of the system may be marked by an entrance pavement 550, which may have a transverse slope to facilitate vehicle handling upon entry, aligning with standard roadway designs. In some embodiments, the exit point of the system is characterized by an exit pavement 550, designed to be level with the conveyor's end, ensuring smooth egress for vehicles. In some embodiments, this level design at the exit may align with the transverse pitch of the conveyor.

In some embodiments, safety attachments 500 are positioned at the start and end of each conveyor as a safety measure to prevent accidents, such as individuals stepping into the conveyor's moving parts.

In some embodiments, as depicted in FIGS. 24A-24B, situated between the loading 201, washing 202, and departing 203 conveyors, flat plate sections 600 provide a transition zone where a vehicle's tires can rotate and adjust as they move from one conveyor to the next. These plates can be positioned at the location of cleaning equipment designed to target rotating wheels, such as wheel blasters and/or tire dressing application.

In some embodiments, as depicted by the diagonal lines in FIGS. 24A-24B, the system may comprise a transverse slope across its entire width. This slope is designed to mimic the typical camber of a road. This design aids in maintaining vehicle alignment and stability as vehicles move through the system.

FIG. 4A depicts a cross-sectional view of an exemplary embodiment of a conveyor system, the conveyor system comprising at least two conveyors 100. In some embodiments, each conveyor 100 is positioned within a trench 900. Conveyor 100 may comprise a frame 800. Frame 800 may comprise at least two I-beams. Each I-beam may further comprise a web 801 and a flange 802. In some embodiments, conveyor 100 comprises bushings 350 as the roller bearings. Bushings 350 may be connected to frame 800. In some embodiments, conveyor 100 comprises idler rollers 310 and return rollers 340. Idler rollers 310 and return rollers 340 may be operatively connected to bushings 350. In some embodiments, conveyor 100 comprises a belt 200. In some embodiments, conveyor 100 comprises an inside guard rail 720 and an outside guard rail 710. In some embodiments, there exists a transverse horizontal slope between the two conveyors 100.

FIG. 4B depicts a cross-sectional view of an exemplary embodiment of a conveyor system, the conveyor system comprising one conveyor 100 and one static guideway 150. In some embodiments, the static guideway, if placed on the passenger side of the vehicle, is lower than the conveyor to simulate the crown of a road because the vehicle alignment may be configured to perform best with a crown on the driving surface.

In some embodiments, as depicted in FIGS. 4A-4B, a conveyor trench 900 houses each conveyor 100. Trench 900 allows for the collection and drainage of water and debris from the wash process. Trench 900 may be a U-shaped or rectangular cross-section and may extend longitudinally for at least as long as the length of a conveyor 100. Trench 900 is typically dimensioned to accommodate the full width and length of a conveyor 100, including any adjacent attachments, such as guide rails, with sufficient clearance to allow for the operation and maintenance of the conveyor components. Trench 900 is generally deep enough to ensure that conveyor 100 remains at or below the floor level of the facility. Trench 900 may have a sloped floor that facilitates the collection and drainage of water, dirt, and debris that accumulate during the wash process. Drainage channels or grates may be installed throughout trench 900 to direct water and debris into a connected drainage system. Additionally, trench 900 may include access points or removable panels that allow for easy cleaning and maintenance of conveyor 100.

FIG. 5A depicts a perspective view of a partially constructed conveyor 100 as viewed from above. In some embodiments, conveyor 100 comprises a frame 800, idler rollers 310, bushings 350, and guard rails 710 and 720. FIG. 5B depicts an exploded view of the partially constructed conveyor as depicted in FIG. 5A.

FIG. 6A depicts a perspective view of a partially constructed conveyor 100 as viewed from below. In some embodiments, conveyor 100 comprises a frame 800, idler rollers 310, bushings 350, and guard rails 710 and 720. In some embodiments, frame 800 comprises at least two I-beams connected via at least one cross-brace 803. FIG. 6B depicts an exploded view of the partially constructed conveyor as depicted in FIG. 6A.

In some embodiments, each conveyor 100 comprises a frame 800. FIGS. 34A and 34B depict various views of a main beam of a frame 800, according to an embodiment of the present disclosure. Frame 800 may be an I-beam frame 800. I-beams typically have a vertical element 801, or “web”, and a horizontal element 802, or “flange.” In some embodiments, I-beam frame 800 provides the structural foundation for each conveyor. These I-beams support the weight and forces exerted by conveyor belt 200 and vehicles it transports.

In some embodiments, the at least two I-beams are connected to each other at regular intervals by cross-braces 803 and/or supporting members or clips 804 (see FIGS. 36A and 36B) at their webs. FIG. 35 depicts a cross member 803, according to an embodiment of the present disclosure. In some embodiments, frame 800 further comprises modular attachment points that allow for the incorporation of bushings 350, a roller deck assembly 300, and drive 320 and tail rollers 330. Frame 800 may comprise a series of attachment points along the length of each I-beam, across both the beam's flange 802 and/or web 801. These attachment points may facilitate the quick and secure mounting of various system components, including, but not limited to, bushings 350, drive systems, and guide rails. These components may be attached or detached without requiring permanent alterations to the surrounding infrastructure, making the system highly flexible and scalable.

In some embodiments, the I-beams are comprised of structural steel or an equivalent material. Structural steel may be chosen for its balance of strength, durability, and cost-effectiveness, making it well-suited for heavy loads and stresses. However, alternative embodiments can utilize different materials for said I-beams. In some embodiments, the I-beams are comprised of high-tensile steel, or an equivalent material. Frame 800 is capable of substantial load bearing and may be well-suited for a wide range of vehicles, including heavy-duty trucks and vans.

In some embodiments, each conveyor 100 comprises a frame 800 that differs from the dual I-beam structure previously described. This alternative frame 800 may comprise angle steel or iron for structural support, noted for its L-shaped cross sections, which provide considerable strength and design flexibility. This material is utilized to construct a durable frame 800 capable of supporting the significant weight and dynamic forces imparted by both the conveyor belt 200 and the vehicles being transported. The angle steel or iron's ease of assembly and inherent strength make it a viable substitute for the I-beam structures, capable of supporting the roller deck assembly 300 and bushings 350. This alternative frame design is highly adaptable, capable of being configured with various attachment points for different conveyor components. The design versatility of angle steel or iron allows for the customization of the conveyor system to accommodate an extensive range of vehicle sizes and weights.

FIG. 7A depicts a perspective view of an idler roller 310. In some embodiments, idler roller 310 comprises an exterior cylindrical portion 301 and an interior cylindrical shaft 303.

FIG. 7B depicts a side view of an idler roller 310, showing its entire length. In some embodiments, idler roller 310 comprises an exterior cylindrical portion 301 and an interior cylindrical shaft 303. In some embodiments, interior cylindrical shaft 303 extrudes beyond exterior cylindrical portion 301 of idler roller 310.

FIG. 7C depicts an end view of an idler roller 310. In some embodiments, idler roller 310 comprises an exterior cylindrical shaft 301 and an interior cylindrical aperture 302.

In some embodiments, the idler rollers are positioned at intervals along the conveyor between the drive roller and the tail roller and between the upper portion and lower portion of the belt.

FIG. 8A depicts a side view of a drive roller 320, showing its entire length. In some embodiments, drive roller 320 comprises an exterior cylindrical portion 301 and an interior cylindrical shaft 303. In some embodiments, drive roller 320 is larger in diameter than an idler roller. In some embodiments, the diameter of the exterior cylindrical portion 301 of drive roller 320 is wider at its longitudinal center point relative to the diameter of its cylindrical ends. By using a crowned roller with a larger diameter at the central portion of the drive and tail rollers, the belt will naturally center itself on the rollers, even if it is deflected due to poor vehicle alignment, creating a self-tracking effect.

FIG. 8B depicts an end view of a drive roller 320. In some embodiments, drive roller 320 comprises an exterior cylindrical portion 301 and a cylindrical interior aperture 302.

FIGS. 8A-8B may also be representative of a tail roller 330, which similarly comprises an exterior cylindrical portion and an interior cylindrical shaft.

FIG. 9A depicts a partially constructed, detailed view of a conveyor, highlighting idler rollers 310 without a belt. In some embodiments, the conveyor comprises a plurality of idler rollers 310. In some embodiments, idler rollers 310 are operatively connected to a plurality of bushings 350.

FIG. 9B depicts the conveyor as shown in FIG. 9A, with belt 200 included. In some embodiments, the conveyor comprises a plurality of idler rollers 310. In some embodiments, a belt 200 is positioned on top of plurality of idler rollers 310.

In some embodiments, the conveyor system further comprises a roller deck assembly 300. Roller deck assembly 300 refers to a surface comprised of a plurality of cylindrical rollers. These rollers support vehicles traversing the conveyor. In some embodiments, the conveyor system is structured such that rollers engage selectively.

In some embodiments, idler rollers 310 may comprise a cylindrical exterior 301 with a centrally located cylindrical aperture 302 that can accommodate a cylindrical shaft 303. In some embodiments, shaft 303 may protrude from each end of the exterior. As an example, exterior 301 of idler rollers 310 may comprise a total 2-inch diameter and a 1-inch interior aperture 302 containing shaft 303. As another example, exterior 301 of idler rollers 310 may be 24 inches long, while shaft 303 may be 28 inches long, extending 2 inches outward from each side of the roller. As an alternative example, exterior 301 of idler rollers 310 may be 14 inches long, while shaft 303 may be 16 inches long, extending 2 inches outward from each side of the roller. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

In some embodiments, the rollers, including idler, drive, and/or tail rollers, may comprise a carbon steel exterior 301 with a centrally located aperture 302 that can accommodate a stainless-steel shaft 303. The material choice of stainless steel in this example is predicated upon its intrinsic attributes of wear and attrition resistance, extending the assembly's operational lifespan. This dual-material construction may allow the roller deck to withstand a wide array of mechanical stresses and strains. In some embodiments, shaft 303 may be removable from exterior 301. In some embodiments, exterior 301 and shaft 303 are welded together, and shaft 303 is secured with a set screw 313. This design allows for the easy removal and replacement of shaft 303. In some embodiments, the roller is made entirely of stainless steel, with the ends machined down on both sides to accommodate the fit into bushings 350. This construction ensures high resistance to corrosion and wear, making it ideal for harsh car wash environments. In some embodiments, stainless-steel shaft 303 is inserted into a roller comprised of ultra-high-molecular-weight (UHMW) polyethylene, plastic, nylon, urethane, polyurethane, Delrin (acetal), or Teflon (PTFE). These materials are known for their high durability, low friction, and excellent wear resistance, making these rollers particularly suitable for heavy-duty applications, where reducing friction and protecting the conveyor belt material are priorities.

In some embodiments, the shaft may be Teflon-coated. This Teflon coating can be applied to various shaft materials, including but not limited to different types of metals and alloys. The Teflon-coated shafts may be used with plastic bearings and tested with both steel rollers and stainless-steel rollers. Additionally, other similar coatings such as polytetrafluoroethylene (PTFE), fluorinated ethylene propylene (FEP), perfluoroalkoxy (PFA), and ethylene tetrafluoroethylene (ETFE) may also be utilized.

In some embodiments, conveyor 100 is comprised of idler rollers 310 (which are also known as top rollers), drive rollers 320, tail rollers 330, and return rollers 340. In some embodiments, each roller—whether idler 310, drive 320, tail 330, or return 340—may comprise an outer exterior 301 and a centrally located shaft 303.

In some embodiments, idler rollers 310 are cylindrical elements distributed along the upper portion of the conveyor path. Idler rollers 310 are positioned near the upper surface of the conveyor, often referred to as the “carry side.” In some embodiments, located beneath conveyor belt 200, return rollers 340 support the belt on its return path. Return rollers 340 help to maintain the belt's alignment, tension, and in preventing sagging. The purpose of these return rollers 340 is to elevate belt 200 sufficiently above conveyor trench 900, thereby reducing the chance of water accumulation in trench 900 coming into contact with belt 200. In an exemplary embodiment, return rollers 340 may be spaced at intervals further apart than idler rollers 310.

In some embodiments, some or all of the belt maintains contact with the drive roller and the tail roller. In some embodiments, the belt rotates over the drive roller and the tail roller as it is driven by the drive roller, rotating in a forward direction along an upper portion of the conveyor from an entrance end of the conveyor to an exit end of the conveyor and in a backward direction along an underside portion of the conveyor from the exit end of the conveyor to the entrance end of the conveyor.

FIG. 10 depicts a conveyor frame 800 with a plate 341 positioned at the bottom of the frame rather than return rollers. In some embodiments, frame 800 comprises at least two I-beams connected via at least one cross-brace 803. In some embodiments, instead of return rollers, the conveyor comprises a plurality of plates 341 positioned at the bottom of frame 800, such that the plurality of plates 341 function to carry the belt as it passes underneath the conveyor. Thus, instead of return rollers, bent plates of metal 341 may be connected to the lower part of the I-beam. Functionally, these plates 341 serve a similar role as the return rollers, serving as a bridge to carry the underside of the conveyor. These sheets 341 may be attached to the conveyor system's underside, bolted to the I-beam that supports the conveyor.

FIGS. 11A-11D depict various views of a bushing 350. In some embodiments, bushing 350 comprises at least one side cylindrical aperture 351 on the side of bushing 350, at least one side cylindrical aperture 351 functioning to intake a roller's shaft. In some embodiments, bushing 350 comprises at least one cylindrical aperture 352 on the top of bushing 350, at least one top cylindrical aperture 352 functioning to intake a bolt to mount bushing 350 to a frame.

In some embodiments, roller shafts 303 are connected to the frame via bushings 350. In some embodiments, bushings 350 are mounted to frame 800. Bushings 350 may be attached along flange 802 of each I-beam, corresponding to the placement of the rollers. Bushings 350 can also be attached along web 801 of the I-beams. In some embodiments, bushings 350 are bolted to the frame. Bushings 350 may comprise a cylindrical aperture 352 through the top of bushing 350, through which a bolt 353 can connect bushing 350 to flange 802. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

In some embodiments, bushings 350 have at least one cylindrical aperture 351 with a diameter and a depth sized for the insertion of roller shaft 303. In some embodiments, aperture 351 is the same diameter as its associated shaft 303. For example, for each roller, the conveyor may comprise two bushings 350, such that the portions of shaft 303, one on each side of roller 300, that extend out beyond roller's 300 exterior portion 301 may fit into aperture 351 of each of two bushings 350.

In some embodiments, bushings 350 are comprised of a polymer material. In some embodiments, bushings 350 are comprised of polyethylene (PE). In some embodiments, bushings 350 are comprised of a nylon material. Polyethylene (PE) and nylon both exhibit a low coefficient of friction and superior wear resistance when interacting with the stainless-steel shaft. The inherent interaction of the PE or nylon material with the stainless-steel shaft obviates the need for routine lubrication or other frequent maintenance activities commonly associated with traditional bushing materials like metal or rubber. This is particularly advantageous in the car wash environment, where ambient moisture is generally abundant; bushings 350 utilize this moisture as a natural lubricant, ensuring smooth, uninterrupted operation of the roller assemblies.

In some embodiments, bushings 350 are comprised of a material different than nylon or PE, such as steel. In some embodiments, where bushings 350 are comprised of a material different than nylon or PE, aperture 351 further comprises a nylon or PE material within aperture 351, thereby providing reinforcement from the alternative bushing material without losing the material interaction provided by the nylon/PE bushing material.

In an exemplary embodiment, the bushing comprises a PE material characterized by several distinct properties, making it particularly suitable for high-wear applications. The PE material may exhibit a strong correlation with ultra-high-molecular-weight polyethylene (UHMW-PE), a variant that provides enhanced wear resistance, low friction, and high impact strength. The PE material may further demonstrate a crystallinity level of approximately 81.72%, which imparts superior mechanical strength and durability, allowing the bushing to withstand continuous mechanical stress over prolonged use. Additionally, the melting point of the PE material, as determined by differential scanning calorimetry, may be approximately 130.52° C., imparting thermal stability in elevated-temperature environments. These specific properties, coupled with the material's natural resistance to moisture, render the bushing particularly well-suited for use in environments such as vehicle wash roller assemblies, where exposure to abrasive conditions, humidity, and varying temperatures is prevalent.

In some embodiments, grease fittings are incorporated to address minor squeaking issues.

FIG. 12 depicts a detailed view of a conveyor, zoomed in to highlight the interaction between idler rollers 310 and a bushing 350. In some embodiments, a plurality of idler rollers 310 are operatively connected to bushings 350. In some embodiments, idler rollers 310 comprise a shaft 303 that protrudes from the ends of an exterior portion 301 of idler roller 310. In some embodiments, shaft 303 is mounted into a side cylindrical aperture 351 of bushing 350. In some embodiments, bushing 350 is mounted to a frame via bolts 353, bolts 353 passing through bushing 350 via a top cylindrical aperture 352. In some embodiments, a belt 200 sits atop idler rollers 310.

FIG. 13 depicts a partially transparent perspective view of a conveyor, where an idler roller 310 and a bushing 350 are non-transparent.

FIG. 14 depicts a detailed view of a conveyor, zoomed in to highlight the interaction between a tail roller 330 and a bushing 350. In some embodiments, a tail roller 330 is operatively connected to a bushing 350. In some embodiments, tail roller 330 comprises a shaft 301 that protrudes from the end of an exterior portion of the roller. In some embodiments, shaft 301 is mounted into a side cylindrical aperture of bushing 350. In some embodiments, bushing 350 is mounted to a flange 802 of the frame via bolts 353. In some embodiments, a belt 200 sits atop tail roller 330.

FIG. 15 depicts a partially constructed conveyor. In some embodiments, the conveyor comprises a plurality of idler rollers 310 operatively connected to a plurality of bushings 350, wherein bushings 350 are mounted to a frame 800. In some embodiments, the conveyor comprises a tail roller 330 operatively connected to bushings 350, wherein bushings 350 are mounted to frame 800. Tail roller 330 comprises a shaft 303 that protrudes from the end of the exterior portion of the roller. In some embodiments, shaft 303 is mounted into a side cylindrical aperture of bushing 350.

Idler rollers 310 may form the upper surface of the conveyor, often referred to as the “deck”, of the conveyor. In some embodiments, the deck is comprised of idler rollers 310 secured to the I-beam via bushings 350. These idler rollers 310 may be positioned at consistent intervals along the length of each I-beam. For example, the center of each roller may be separated by 3 inches, which provides close and consistent support. In alternative embodiments, the spacing between idler rollers 310 may be increased to accommodate different vehicle types or operational requirements. For instance, the rollers may be separated by greater or smaller intervals, such as 2 inches, 6 inches, 12 inches, 18 inches, or even 24 inches, depending on the desired balance between support and material use. The range of spacing allows conveyor 100 to be adapted for a variety of applications, from supporting lighter, more evenly distributed loads to handling heavier or less uniformly distributed loads. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

In some embodiments, each idler roller has a mass selected such that, under a tension and weight provided by the belt without any additional load (such as the load provided by a vehicle), a torque exerted by the belt on the idler roller is less than a breakaway torque of the idler roller, thereby preventing rotation of the idler roller when no load is present on the belt.

In some embodiments, idler rollers 310 weigh approximately 18 pounds. The weight of idler rollers 310 can vary, ranging from 10 to 25 pounds, depending on the specific application and materials used. However, these weights are merely illustrative, and the invention should not be limited to these specific weights. The weight of the roller can change with the width and length requirements of the belt. For example, a higher belt will require a heavier idler roller 310 to prevent rotation of the idler roller 310 due to frictional engagement by the belt. As an alternative example, a 14-inch-wide belt would require half the weight of the roller.

In some embodiments, the load-bearing capacity of each idler roller 310 is at least 3,000 pounds. Idler rollers 310 have been shown to support at least 14,000 pounds per foot (or across four idler rollers). Idler rollers 310 have also been shown to support 30,000 pounds for over an hour, with no damage to the bushing or change in its shape.

FIG. 16A depicts an exemplary embodiment of a conveyor in which a belt 200 sits atop a plurality of idler rollers 310, idler rollers 310 being operatively connected to a plurality of bushings 350. In some embodiments, two ends of a belt 200 are connected to each other by a belt connector 210. In some embodiments, the belt 200 is continuous, with no belt connectors 210.

FIG. 16B depicts an exemplary embodiment of a belt 200 connected at its ends by a belt connector 210. In some embodiments, two ends of a belt 200 (or two separate belts 200) are connected to one another via a belt connector 210. In some embodiments, belt connector 210 is comprised of tabs 211. In some embodiments, each tab 211 has a solid end 212 (positioned overtop the belt 200), and a tabbed end 213, tabbed end 213 reaching out towards the corresponding tab 211 oppositely oriented on the other belt 200. In some embodiments, each tab 211 is secured to belt 200 at solid end 212.

FIG. 17 depicts an exemplary embodiment of a belt 200 wherein pucks 220 are positioned in rows across the length of the belt 200.

In some embodiments, the conveyor comprises a belt 200. Belt 200 is positioned to work in tandem with the roller deck assembly 300. This belt 200 forms the primary surface for vehicle transport. In some embodiments, belt 200 moves via rollers 300 and conforms to drive 320 and tail roller 330.

In some embodiments, belt 200 is a single swath of material connected at its two ends into a loop. The ends of belt 200 may be connected into a loop via a belt connector 210. Belt 200 may comprise multiple sections connected using belt connectors 210. Belt connector 210 may be comprised of tabs 211 on each end of the belt. Each tab 211 may have a solid end 212, found overtop belt 200, and a tabbed end 213, reaching out towards corresponding tab 211 oppositely oriented on the other end of belt 200. Each tab 211 may be secured to belt 200 at solid end 212. In some embodiments, connector 210 comprises an interlocking mechanism, where tabbed 212 end of each tab 211 engages with tabbed end 212 of a corresponding tab 211 on the other end of belt 200, thus securing the connection. In some embodiments, belt connectors 210 are comprised of stainless steel.

In some embodiments, belt 200 is comprised of a durable, flexible material, such as high-grade rubber, polyurethane, nylon, vinyl, or polyvinyl chloride (PVC). In some embodiments, belt is comprised of polyurethane, natural rubber, synthetic rubber, steel, nylon, silica, polyester, carbon black, and/or petroleum. Each of these materials-such as rubber, PVC, nylon, vinyl, and other similar materials—has been chosen for their superior durability and resistance to wear and tear, attributes that are particularly advantageous in the abrasive environment of a car wash. These choices of material stand in contrast to traditional vehicle wash conveyors that often employ plastic decks, known for their higher maintenance needs and greater likelihood of structural failure. Additionally, the material provides a high coefficient of friction, crucial for maintaining grip on vehicle tires and ensuring controlled movement through the car wash system. In some embodiments, the belt can include fiber or steel wire reinforcement.

In an alternative embodiment, conveyor belt 200 may be reinforced with fibers to enhance its strength and durability. These fibers could include materials such as polyester, Kevlar, or other high-tensile synthetic fibers, which are embedded within the rubber, polyurethane, nylon, or PVC layers of the belt. Fiber reinforcement provides additional resistance to stretching, tearing, and other forms of mechanical stress, extending the operational lifespan of belt 200.

In some embodiments, belt 200 is wide enough, along its transverse width, to accommodate a wide range of vehicles, from compact cars to large tractor-trailers. In an exemplary embodiment, belt 200 is about 28 inches wide. In another exemplary embodiment, belt 200 is about 36 inches wide. In another exemplary embodiment, belt 200 is about 12-14 inches wide. In some embodiments, the belt has a transverse width between about 12 inches and about 36 inches. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

In some embodiments, conveyor belt 200 is unhinged. The unhinged belt may be a continuous strip. The continuous nature of belt 200 allows it to twist and bend dynamically.

This unhinged aspect marks a departure from the traditional hinged vehicle wash conveyor belts that consist of interlocked, inflexible panels, which, while providing stable linear motion for vehicles with precise alignment, exhibit limitations in accommodating the lateral forces, and thus are subject to frequent breaking when deployed in car washes. Additionally, hinged belts tend to capture sand and other grime in the hinge joints, further causing early failure. The unhinged conveyor belt provides operational advantages. Its capacity to absorb and adapt to the lateral pressures exerted by vehicles leads to a reduction in belt failures. This multidirectional flexibility is essential for adapting to vehicles that do not follow a predictable linear path due to misalignment, as depicted by belt's 200 twisting capability. The integration of an unhinged belt 200 incorporates a safety margin within the conveyor system, allowing for lateral movements without compromising the vehicle's position on the conveyor within the guide rails. This design consideration further minimizes the risk of operational disruptions and belt damage, leading to a decrease in downtime and extending the lifespan of the conveyor.

In some embodiments, belt 200 is comprised of a multi-ply construction, similar to tire ply technology, which contributes to its load-bearing capacity and robustness. In an exemplary embodiment, belt 200 is ½ inches in thickness and includes a 3-ply configuration. In another exemplary embodiment, belt 200 is ⅝ inches in thickness and includes a 4-ply configuration. In another exemplary embodiment, belt 200 is ¾ inches in thickness and includes a 5-ply configuration. However, the invention is not so limited, and other thicknesses and plies may be utilized.

The various features of belt 200 may be applicable across all different configurations of the conveyor system, regardless of the number or arrangement of belts 200 implemented. This application pertains not only to single belt systems, but also to configurations of multiple belts, such as configurations of two or more, and other embodiments. Each of these embodiments can benefit from the belt being unhinged, irrespective of their unique design features.

In some embodiments, conveyor 100 comprises protrusions extending upward from the belt. In some embodiments, these protrusions are pucks 220 staggered across the belt. These pucks 220 may be made from durable materials such as high-density polyethylene (HDPE), polyurethane, nylon, ultra-high-molecular-weight (UHMW) polyethylene, rubber, or Teflon (PTFE) or metals such as stainless steel, aluminum, or brass. These materials are selected for their ability to withstand the abrasive conditions of a car wash environment, including exposure to water, chemical, and mechanical wear. In some embodiments, these pucks can be molded into the belt, welded thereto, or bolted thereto.

These pucks 220 may comprise various shapes, such as cylinders, cubes, or custom design profiles that optimize their function in guiding and pushing vehicles through the wash. In some embodiments, each puck 220 has dimensions of 1.5 inches in height and 6 inches in width, though the dimensions can be adjusted depending on the specific requirements of the wash system. Pucks 220 may be placed at intervals of every 18 inches along belt's 200 length. In an exemplary embodiment, pucks 220 are arranged in rows along belt's 200 length. In some embodiments, the pattern alternates between rows of square pucks 220 and rows of circular pucks 220. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

Pucks 220 may be affixed to the belt using methods that ensure their secure attachment, even under heavy loads and continuous operation. In some embodiments, pucks 220 are mechanically fastened to the belt using bolts or rivets that pass through pre-drilled holes in the belt material. In other embodiments, pucks 220 may be bonded to the belt using adhesives that are resistant to water and chemicals. Some pucks 220 may be molded directly onto the belt during the manufacturing process.

As pucks 220 move along the top deck of the conveyor (where the vehicles are), they help to push the vehicles through the wash, ensuring that each vehicle remains properly aligned and progresses smoothly through the various washing stages.

In some embodiments, the conveyor further comprises two large rollers at the ends of the belt. In some embodiments, the conveyor comprises at least one drive roller 320.

In some embodiments, a drive roller 320 provides the mechanical driving force to the belt and is connected to a motor through a gearbox assembly 400. Drive roller 320 may comprise a cylindrical exterior 301 with a centrally located cylindrical aperture 302 that can accommodate a cylindrical shaft 303. In some embodiments, shaft 303 may protrude from each end of the exterior. As an example, exterior 301 of drive rollers 320 may be 26 inches long, while shaft 303 may be 28 inches long, extending 1 inch outward from each side of the roller. As an alternative example, exterior 301 of drive roller 320 may be 15 inches long, while shaft 303 may be 16 inches long, extending 0.5 inches outward from each side of the roller. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

In some embodiments, drive roller 320 comprises a steel shaft 303 with a rubber exterior 303 so as to maximize friction between the belt and drive roller 320.

The conveyor's steering mechanism may be actuated by at least one drive roller 320. Drive roller 320 may be found at the point of exit or the point of entrance. In some embodiments, the conveyor may comprise at least two drive rollers 320, one at the entrance and one at the exit. In a preferred embodiment, drive roller 320 is located at the point of exit. This approach differs from the industry-standard practice of utilizing a drive roller at the point of entrance and presents several advantages. By employing drive roller 320 as the steering actuator at the point of exit, the system achieves enhanced directional control over the conveyor belt 200. The high precision in steering becomes critically important for vehicles presenting with front-end alignment anomalies, a condition frequently observed in commercial vans and heavy-duty trucks that have been subjected to extensive wear and tear. Through this steering mechanism, such vehicles are maintained in correct alignment as they traverse through the conveyor.

In some embodiments, the conveyor comprises at least one additional large roller, sized similarly to drive roller 320, at the opposite end of the conveyor from drive roller 320. For example, if drive roller 320 is positioned near the conveyor's exit, the conveyor may comprise a passive tail roller 330 at the conveyor's entrance. The large rollers may be the same diameter as each other, or different diameters. For example, tail roller 330 (or the “entrance” roller), may be 8 inches in diameter, while drive roller 320 (or “exit” roller), may be 12 inches in diameter. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

In some embodiments, the conveyor may comprise additional large intermediate rollers spaced between tail roller 330 positioned at the entrance of the conveyor and drive roller 320. These intermediate rollers spaced throughout the middle of the conveyor prevent the belt from sagging too much onto the idler rollers by creating a portion where the belt is reelevated above idler rollers 310 in the middle portions of the conveyor. In some embodiments, each of the plurality of intermediate rollers is spaced equidistance from each other between the drive roller and the tail roller.

Tail roller 330 may comprise a cylindrical exterior 301 with a centrally located cylindrical aperture 302 that can accommodate a cylindrical shaft 303. In some embodiments, shaft 303 may protrude from each end of the exterior. As an example, exterior 301 of tail roller 330 may be 26 inches long, while shaft 303 may be 28 inches long, extending 1 inch outward from each side of the roller. As an alternative example, exterior 301 of tail roller 330 may be 15 inches long, while shaft 303 may be 16 inches long, extending 0.5 inches outward from each side of the roller. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations.

In some embodiments, the highest point of drive 320 and/or tail rollers 330 is elevated relative to the highest point of any of idler rollers 310. For example, the highest point of the drive 320 and/or tail rollers 330 may be 0.5 inches higher than the highest point of any of idler rollers 310.

In some embodiments, incidental torque transferred from the belt to the idler rollers can be mitigated by providing interstitial pressure plates between the rollers such that the unweighted belt glides on the plates to avoid contact between the belt and the rollers. When a heavy weight, such as a truck wheel rides on the belt, a nominal spring force that holds the pressure plate up will be overcome by the load and the idler rollers will support the weight of the load. This allows the rollers to only rotate a fraction of a turn for each wheel that travels over each roller.

In embodiments where conveyor 100 includes an upward gradient along its length, some idler rollers 310 may be raised relative to tail roller 330 to conform to this gradient. The upward gradient causes the conveyor to gradually rise as it moves from the entrance (tail roller 330) to the exit (drive roller 320) of the conveyor 100. In this configuration, idler rollers 310 are positioned in a non-horizontal plane, aligned with the inclined plane of conveyor 100. As a result, the elevation of drive 320 and tail rollers 330 is defined relative to the reference frame of the plane formed by idler rollers 310. This means that, even as conveyor belt 200 ascends along the gradient, drive 320 and tail rollers 330 may remain slightly elevated relative to the plane formed by idler rollers 310. This elevation ensures that idler rollers 310 engage and rotate only upon receiving a threshold level of downward force and weight, typically exerted by a vehicle positioned on conveyor belt 200. Conveyor belt 200, therefore, only comes into contact with idler rollers 310 directly under the vehicle's tires, minimizing unnecessary idler roller 310 rotations. This feature reduces wear and tear on both idler rollers 310 and belt 200.

In some embodiments, the highest point of drive 320 and/or tail rollers 330 may be the same height as the highest point of any of idler rollers 310. In these embodiments, conveyor belt 200 is in constant contact with idler rollers 310. However, the principle that idler rollers 310 only turn when a vehicle's tire is present on top of said idler rollers 310 remains true. This is because, due to the weight of idler rollers 310, the friction between belt 200 and idler rollers 310 is not, in and of itself, enough to cause idler rollers 310 to rotate without additional force.

As a vehicle's tire deforms under load, the contact patch or contact point—the area of the tire that makes contact with the conveyor—typically extends over a section of the conveyor that includes multiple idler rollers 310. In these instances, a vehicle's tire may span across multiple idler rollers 310, depending on the size of the tire, the load it carries, and the spacing of the rollers. This spanning distributes the load across multiple idler rollers 310, thereby reducing the stress on any single roller and enhancing the overall durability of the system. The load may not be uniformly distributed across all engaged idler rollers 310 due to factors such as the tire's shape, deformation, and the specific load distribution on the axle. Instead, the load might be more heavily concentrated on the rollers directly under the tire's central contact patch, with progressively less load on the rollers towards the edges of this patch.

For example, an idler roller 310 will only make approximately ½ turn for each tire that passes over it; for larger vehicles, idler rollers 310 may make approximately ¾ turn for each tire that passes over it. The amount of rotation that an idler roller 310 undergoes is primarily determined by the length of the tire's contact patch—the area of the tire that is in contact with conveyor belt 200 at any given time. This contact patch length depends on factors such as the tire size, tire pressure, and the load carried by the vehicle. A longer contact patch, which might occur in larger or heavily loaded vehicles, results in more of the tire's surface passing over the roller, leading to a greater amount of roller rotation.

FIG. 18 depicts a detailed view of a conveyor wherein a safety plate 500 is positioned at the end of the conveyor. In some embodiments, the conveyor comprises at least one safety plate 500 positioned at the entrance and/or exit of the conveyor. In some embodiments, safety plate 500 comprises a plurality of apertures 501 allowing for safety plate 500 to be bolted to the ground near the exit and/or entrance of the conveyor. Safety plate 500 helps to prevent unintentional contact with the belt return area.

In some embodiments, safety plate 500 comprises a steel plate. In some embodiments, plate 500 comprises holes 501 around its perimeter for installation into the ground. This plate is installed to ensure a clearance between the belt and the exit plate, with the exit plate positioned below. This design effectively eliminates the possibility something getting caught in the belt return space, as it guides any obstructing object onto the exit plate.

FIG. 19 depicts a detailed view of a conveyor wherein a motor and gearbox assembly 400 are operatively connected to a drive roller 320. In some embodiments, a motor and gearbox assembly 400 is operatively connected to a drive roller 320. In some embodiments, a belt 200 is positioned on top of and wraps around drive roller 320.

In some embodiments, a motor and gearbox assembly 400 may be functionally coupled to said steering mechanism (i.e., the drive roller). Motor and gearbox assembly 400 may be comprised of a motor functionally coupled to a gearbox. This assembly may be further coupled to a power pack 430. In some embodiments, power pack 430 is a hydraulic power pack. In some embodiments, the motor is electric. The conveyor can also be driven via direct electric motor and gear reducer.

This assembly may be rated to sustain load capacities of at least, but not limited to, 15,000 pounds, thereby extending the system's compatibility to encompass a wide array of vehicles, including but not limited to compact cars, dual-wheeled trucks, sprinter vans, and tractor-trailers. This drive can include, for example, a 7-horsepower hydraulic power pack 430, capable of delivering 8 gallons per minute at 1500 psi, a gearbox designed to handle 30,000 pounds of torque, a motor that delivers 8 gallons per minute, a torque coupling rated for 30,000 pounds, and a hose with a 3000-psi rating. In another exemplary embodiment, the system may comprise a hydraulic power pack 430 rated at 20 horsepower and capable of delivering 18 gallons per minute at 3500 psi. In another exemplary embodiment, the system may employ a gearbox capable of handling 50,000 pounds of torque and a motor capable of delivering 16 gallons per minute. As an example, the torque coupling may be rated to handle 50,000 pounds, and the hose 432 is rated for 6000 psi.

In some embodiments, conveyor 100 can support and transport fully loaded 80,000-pound tractor-trailers in less than two minutes. The total load-bearing capacity of the conveyor can be determined by the sum of the capacities of idler rollers 310 that are actively supporting the vehicle's tires at any given time. For example, if a vehicle's tires span across four idler rollers 310 on each side, and each idler roller 310 is rated at 3,000 pounds, the total capacity of these eight rollers would be 24,000 pounds. Given that the maximum highway weight for a single axle is approximately 17,000 pounds—dividing to 8,500 pounds per side—this system can accommodate any legally weighted vehicle. The conveyor design accounts for this variability in load distribution, providing support while mitigating potential wear and tear on individual rollers.

In some embodiments, frame 800 is rated for 50,000 pounds over a 5-foot length. Consequently, the conveyor is tested to sustain the maximum weight of a fully loaded tractor-trailer, exceeding 80,000 pounds. The legal weight for a tractor-trailer is 34,000 pounds over a 10-foot length, well within the system's capacity.

The maximum load the conveyor can withstand was determined by testing its weight-bearing capacity. The test involved placing two 12-inch-long×22-inch-wide footprints on a 10-foot stretch of the conveyor. A measurement of ½ inch of stress motion at these two points in 10 feet was the maximum acceptable limit. During testing, the first movement of stress, 1/16 of an inch, occurred at 13,902 pounds. This demonstrates that the maximum load over an 80-foot length of the conveyor can be at least 200,000 pounds. Consequently, the system is designed to accommodate fully loaded tractor-trailers, ensuring that the washing process can be conducted without the need to unload the vehicle.

In operation, a hydraulic power pack 430 supplies pressurized hydraulic fluid to a hydraulic divider 431. Divider 431 then evenly distributes the fluid to motor and gearbox assembly 400 associated with each drive roller of the conveyors. The output of motor and gearbox assembly 400 can be finely adjusted to modify both the rate of the conveyor belt's movement and the weight capacity it can support. This control is crucial for effective cleaning, as it allows for consistent vehicle motion and speed throughout the washing process, a key advantage over traditional truck washes where speed can be inconsistent.

In some embodiments, the conveyor system comprises a gradient elevation feature, starting from the point of entry to the point of exit of the wash system. Specifically, the conveyor may have a vertical rise along the length of the conveyor system. For example, conveyor 100 may rise at a ratio of 1 inch over a span of 10 feet. This example is not a limitation; the length of conveyor 100 and the degree of its incline can be customized to meet various operational requirements. This gradient allows for vehicles to be positioned at closer intervals along conveyor 100 without risk of collision or impedance, effectively increasing the throughput and operational efficiency by enabling a higher volume of vehicles to be washed per hour. This is because, when a vehicle ascends the gradient, it encounters a force due to gravity that naturally resists forward movement. This gravitational resistance ensures that, in the absence of additional propulsion, the vehicle maintains its position or experiences a slight backward shift rather than advancing and potentially colliding with the preceding vehicle. Thus, as each vehicle traverses the gradient, a natural separation is established between it and the subsequent vehicle entering the conveyor system. This configuration helps in maintaining a safe distance between vehicles, reducing the risk of collision and optimizing the spatial utilization of conveyor 100.

In some embodiments, conveyor 100 comprises a slight transverse inclination, or “camber,” across its width. This camber slopes upward from the right side of the vehicle (e.g., the passenger side) to the left side of vehicle (e.g., the driver side), which is based on principles commonly employed in road construction. In some embodiments, the angle between each conveyor 100 in a dual conveyor system, or conveyor 100 and floor under the other side of the vehicle in a single conveyor system, features a degree of inclination characterized by a 1-inch rise over a span of 60 inches. This design is akin to the “positive camber” utilized in well-engineered roads, where the difference in height between the right and left sides of the vehicle slopes upward by 1 inch across a horizontal distance of 60 inches, emulating the mild, outward slope of roads that aids in water runoff and enhances vehicle stability. This ensures that the entire conveyor system replicates the slope typically found in standard roads. The transverse camber aids in improving vehicle stability by optimizing the wheel alignment to the camber of the belt. Vehicles are often designed with variable wheel camber settings to cater to different operational conditions. These settings influence tire wear, grip, and stability. By incorporating a transverse camber, the conveyor system accommodates vehicles with diverse wheel alignment configurations, thus obviating the need for frequent manual adjustments or additional alignment mechanisms. In some embodiments, this horizontal camber is present at the pavement prior to entering the conveyor and the pavement upon exiting the conveyor. This horizontal camber allows a vehicle to pull another vehicle without risk of the misalignment between vehicles causing the other vehicle to ride off of the side of the conveyor.

FIG. 20 depicts a front perspective view of a vehicle carried by a conveyor, highlighting the horizontal shifting of a belt across the conveyor to compensate for the position of a vehicle's tires. In some embodiments, a belt 200 is positioned on top of a plurality of idler rollers 310. In some embodiments, belt 200 shifts horizontally in position across the conveyor to compensate for the position of the vehicle's tires.

Vehicle stability is enhanced by optimizing the wheel alignment to the camber of the belt. For example, a small vehicle would be set more to the right side of conveyor 100, whereas, for a larger vehicle like a tractor-trailer, the positioning would be more to the left. In one embodiment, vans or vehicles with very narrow tires would be positioned more towards the left side of conveyor 100 (or the side closest towards the wall of the wash tunnel). In some embodiments, for vehicles with poor alignment, conveyor belt 200 simply twists to accommodate the vehicle's alignment issue, and moves the vehicle through, pushing the vehicle through the wash process without any event. Belt 200 then returns to its normal position in the center of the rollers due to the combined effect of belt's 200 tension and the alignment of drive 320 and tail 330 rollers. As the vehicle exits the conveyor, the tension in the belt, which is maintained by drive 320 and tail 330 rollers, naturally pulls belt 200 back to a neutral position, centered on the rollers.

The degree of the transverse camber can range according to the specific requirements of the washing system and the vehicle types it accommodates. While a typical example may feature a 1-inch rise over a 60-inch span, other embodiments of the system could potentially exhibit a gradient anywhere from a minimal tilt, such as 1-inch rise over 240-inch span, to a more pronounced incline, such as 12-inch rise over a 60-inch span.

In some embodiments, the conveyor comprises a dual guide rail configuration that runs longitudinally parallel to the conveyor belt. In some embodiments, outer guide rails 710 run along the exterior edges of conveyor 100, providing a boundary to contain the vehicles on conveyor 100 and to guide them safely through the wash process. In some embodiments, inner guide rails 720 offer an additional interior boundary.

The guide rails may be attached to conveyor 100 at the dual I-beams. The first guide rail, or “outer guide rail,” 710 may be positioned proximal to the lateral extremity of both conveyor belt 200 and the vehicle traversing conveyor belt 200. This outer guide rail 710 may serve to maintain the vehicular alignment and stability during transit across the conveyor system. The second guide rail, or “inner guide rail,” 720 runs underneath the vehicle, closer to the longitudinal centerline of the vehicle traversing conveyor 100. Inner guide rail 720 is typically shorter in height than outer guide rail 710.

Both inner 720 and outer guide rails 710 are mounted onto frame 800. In some embodiments, the distance of the guide rails from the center of the belt can be adjusted to accommodate vehicles of different widths. While the default configuration is set so that the tires of a standard vehicle can pass through without contacting the guide rails, this distance can be altered as needed. The alteration involves repositioning the guide rails atop frame 800.

As illustrated in FIGS. 6C-6E, various constructions of guard rails 710, 720 are possible.

In some embodiments, the conveyor can accommodate a wide range of vehicle sizes. The structure of the conveyor system considers factors such as vehicle height, width, wheel size, distance from the inside of the left wheel to the outermost part of the vehicle on the right side, wheelbase, and overhang behind the back tire. In an exemplary embodiment, the conveyor system comprises an 88-inch distance from outer guide rail 710 to any fixed wash equipment. In another exemplary embodiment, the conveyor system comprises a clearance of 116 inches from inner guide rail 720 to fixed equipment. These examples are merely illustrative, and the invention should not be limited to these specific dimensions or configurations. In some embodiments, the fixed equipment sits at an “inward” position when no vehicles are present; the size of the fixed equipment allows it to accommodate both large and small vehicles, moving back for large vehicles while also having the ability to reach smaller vehicles.

In some embodiments, the conveyor system can transport vehicles efficiently through the wash using a single conveyor 100 positioned beneath the tires on one side of the vehicle. In some embodiments, the conveyor assembly comprises multiple conveyors 100. In some embodiments, the assembly comprises two distinct conveyors 100, each dedicated to a set of tires on either side of the vehicle. This dual-conveyor setup allows for balanced and stable vehicle transportation through the wash process.

In a multi-conveyor system, where conveyors are situated on both the driver and passenger sides, a transverse slope is introduced for enhanced vehicle alignment and water drainage. This slope results in one conveyor being positioned slightly lower than the other, creating a non-level configuration between the two side-by-side conveyors 100.

Further extending this concept, the system can incorporate four conveyors: two designated as loading conveyors (one for each side of the vehicle) and two as washing conveyors. Each conveyor in this configuration is tailored to specific phases of the wash cycle, ensuring optimal cleaning and handling of the vehicle. In some embodiments, the system expands to include six conveyors, integrating two additional conveyors for the departing phase of the wash cycle. This six-conveyor layout enhances the system's capability to manage different stages of washing, drying, and treatment application more effectively. Each conveyor belt in these multi-conveyor configurations is powered by hydraulically driven gearboxes and motors. In some embodiments, a single hydraulic power pack 430 facilitates the movement of the entire system, while a hydraulic divider 431 efficiently allocates the power from the pack to each individual motor and gearbox assembly 400.

In some embodiments, utilization of one, two, or three conveyors 100 in series on only one side of the vehicle may be implemented. In these single-lane conveyor configurations, conveyors 100 may be situated on either side of the vehicle, depending on the vehicle direction and structural design of the washing facility. Moreover, the adaptability of the system allows for these conveyors 100 to work in tandem or in discrete stages of the wash cycle, depending on each conveyor's specialized function.

In some embodiments, the conveyor system may comprise at least one loading conveyor. The loading conveyor is the at least one initial conveyor where vehicles are loaded into the wash system. In some embodiments, following the loading conveyor, the conveyor system may comprise at least one washing conveyor. The at least one washing conveyor moves vehicles through the core cleaning segment of the facility. The at least one washing conveyor may be surrounded by various cleaning equipment, such as spray nozzles, chemical application arches, brushes, and mitters. In some embodiments, following the washing conveyor, the conveyor system may comprise at least one departing conveyor, where post-wash treatments may be applied, and vehicles may be dried and prepared to exit the facility. The loading, washing, and departing conveyors may be powered by gearboxes connected to a power pack and a divider.

In some embodiments, flat plate sections may be positioned between the various conveyor sections. These flat plate sections serve as transition zones where a vehicle's tires can freely rotate and adjust as they move from one conveyor to the next. The inclusion of these plates is particularly advantageous at points where specific cleaning equipment, such as wheel blasters or tire treatment applications, are employed. For instance, a wheel blaster could be installed adjacent to a flat plate located between the loading and washing conveyors. This placement allows the front tires to undergo a full or partial rotation and subsequent thorough cleaning as the vehicle transitions between these conveyors. Similarly, a tire treatment application, for example, could be positioned near a flat plate between the washing and departing conveyors. This length is designed to accommodate a full or partial rotation of a tire, enabling treatment application during the drying phase. While a 60-inch length is standard for a full rotation of a typical car tire, the design of these flat plates is not restricted to this dimension; they can be customized to be shorter or longer, depending on specific operational requirements.

The system's design allows for an amalgamation of the various above-mentioned embodiments. The system can be configured with any combination of the described embodiments, depending on the specific needs and capabilities of the vehicle wash system in question. Whether operating with a single conveyor or with a multiple-conveyor layout, each embodiment optimizes the wash process according to the respective facility's constraints, vehicle requirements, and chosen washing strategies.

To effectively transmit power and motion in such a multi-conveyor setup, the system may comprise universal joints in the drive shaft. A universal joint is a mechanical connection used to join two shafts that are inclined at an angle to each other. It may comprise a cross-shaped metal piece with bearing caps at each end, allowing it to pivot in multiple directions. The universal joint can transmit rotary motion between shafts that are not perfectly aligned, thus compensating for the varying heights of the conveyors due to the transverse slope. The primary reason for using universal joints in this conveyor system is to maintain a consistent and synchronized motion between the conveyors. As the transverse slope causes a height difference, a standard rigid drive shaft would not be able to accommodate this misalignment, leading to potential mechanical stress, uneven wear, or operational inefficiency. The universal joint, however, allows each conveyor to operate at its respective height while ensuring that the movement from the drive shaft is smoothly and accurately transmitted to both conveyors. This means that despite the height difference induced by the transverse slope, the conveyors can function in harmony, with the universal joints ensuring that the rotational motion from the drive shaft is evenly and effectively distributed.

In some embodiments, situated between the loading, washing, and departing conveyors, flat plate sections provide a transition zone where a vehicle's tires can rotate and adjust as they move from one conveyor to the next. These plates can be positioned at the location of cleaning equipment designed to target rotating wheels, such as wheel blasters and/or tire dressing application.

In some embodiments, as depicted in FIGS. 24A-24B, flat plate sections 600 may be positioned between the various conveyor sections. These flat plate sections 600 serve as transition zones where a vehicle's tires can freely rotate and adjust as they move from one conveyor to the next. The inclusion of these plates is particularly advantageous at points where specific cleaning equipment, such as wheel blasters or tire treatment applications, are employed. For instance, a wheel blaster could be installed adjacent to a flat plate 600 located between the loading 201 and washing 202 conveyors. This placement allows the front tires to undergo a full or partial rotation and subsequent thorough cleaning as the vehicle transitions between these conveyors. Similarly, a tire treatment application, for example, could be positioned near a flat plate 600 between the washing 202 and departing 203 conveyors. This length is designed to accommodate a full or partial rotation of a tire, allowing treatment application during the drying phase. While a 60-inch length is standard for a full rotation of a typical car tire, the design of these flat plates is not restricted to this dimension; they can be customized to be shorter or longer, depending on specific operational requirements.

In some embodiments, the multiple conveyors are synchronized by the power pack and divider. In some embodiments, a hydraulic power pack supplies pressurized hydraulic fluid to a hydraulic divider, which then evenly distributes the fluid to the gearboxes associated with each drive roller of the conveyors. This ensures that each conveyor operates at the same speed, allowing for consistent vehicle motion and speed throughout the washing process.

One notable advantage of utilizing a multi-conveyor approach is the reduction in belt length, which consequently minimizes the incidental torque exerted on the belts. Shorter belt lengths significantly decrease the amount of torque generated, thereby reducing wear and tear on both the belts and associated machinery. This not only enhances the longevity of the conveyor system but also ensures smoother and more reliable operation. Additionally, minimizing incidental torque can lead to more efficient power usage and reduce maintenance requirements over time. The careful organization of multiple, shorter conveyors tailored to specific phases of the wash cycle ultimately contributes to the overall efficiency and durability of the vehicle wash system.

In some embodiments, the wash tunnel comprises sheets along a static guideway 150 or the path that the passenger side of a vehicle travels along (i.e., the side of the vehicle not traversing on top of the conveyor). For example, these sheets may be ½-inch-thick×30-inch-wide. In an exemplary embodiment, these sheets are comprised of polyethylene, nylon, or stainless steel. In some embodiments, an epoxy is applied to the static guideway 150 (i.e., the side of the vehicle not traversing on top of the conveyor). This design consideration is to address vehicles with alignment issues, where the tires may not grip the concrete and steer the vehicle properly. In some embodiments, sheets are laid on the static guideway 150, which may reduce the grip of the passenger side wheel. This alignment problem is most observed with delivery trucks and sprinter vans.

In some embodiments, static guideway 150 is ground until smooth (with a floor grinder, for example) and/or epoxied. This smooth finish prevents the misalignment of a vehicle's tires-due, for example, to a driver turning their vehicle's tires—from causing the vehicle to ride off the conveyor. In this embodiment, if a driver were to turn their tires, the vehicle's tires would slide across the epoxied floor in the same direction as the conveyor.

In some embodiments, the conveyor system can be configured with various conveyor lengths to accommodate different facility sizes and operational needs. For instance, conveyor lengths may range from shorter options, such as 30 to 50 feet, to mid-range lengths of 70 to 100 feet, and even extend to longer configurations of 120 feet or more. These length options provide flexibility in designing wash systems tailored to the specific requirements of a facility, whether it focuses on high-volume quick washes or more thorough multi-stage processes. Shorter conveyors may be ideal for compact or express wash facilities, while longer conveyors allow for additional stages without the need to move vehicles between different sections manually. The system is not limited to these specific lengths, and custom configurations beyond the disclosed ranges can be implemented. In some embodiments, conveyors of various lengths, or conveyors of the same length, can be combined in a multi-conveyor system to further enhance flexibility and operational efficiency. This allows for the creation of a wash process where different conveyors may be assigned to specific stages such as loading, washing, rinsing, or drying.

FIG. 21 depicts a front perspective view of a vehicle carried by a conveyor. In some embodiments, the front end of the conveyor comprises a motor and gearbox assembly 400 and a safety plate 500. In some embodiments, the conveyor comprises an inner guard rail 720 positioned underneath the body of a vehicle carried by the conveyor. In some embodiments, the conveyor comprises an outer guard rail 710 positioned external to a vehicle carried by the conveyor.

FIG. 22 depicts a rear perspective view of a vehicle carried by a conveyor. In some embodiments, the rear end of a conveyor comprises a safety plate 500. In some embodiments, the conveyor comprises an outer guard rail 710 positioned external to a vehicle carried by the conveyor.

Although the present invention has been described primarily in the context of vehicle wash systems for transporting cars and trucks, it is not limited to these applications. The conveyor system disclosed herein is adaptable for transporting a wide variety of vehicles and loads, including but not limited to cars, trucks, trailers, buses, boats, airplanes, motorcycles, bicycles, all-terrain vehicles (ATVs), recreational vehicles (RVs), and other wheeled or non-wheeled vehicles. Additionally, the conveyor system can accommodate vehicles and loads that are being pulled or towed, such as trailers, caravans, and other towable equipment. Furthermore, the conveyor system can be employed to transport non-vehicle loads, including but not limited to cargo containers, industrial equipment, pallets, heavy machinery, agricultural equipment, construction materials, packaged goods, and any other type of load that requires controlled movement along a conveyor path.

FIG. 23 depicts a top view of a vehicle wash system, the system comprising a tunnel 2000 and a wash path 1000. Tunnel 2000 is the space between the entrance and exit opening that contains all the components of the wash system, including wash path 1000, conveyor 100, static guideway 150, and various wash equipment (application arches 110, rotating brushes 120, mitters 130), and any other components. Wash path 1000 is the area within which the vehicle is conveyor by the conveyor 100 and along static guideway 150 for washing. Conveyor 100 moves the vehicle through wash path 1000, while the wash equipment cleans the vehicle as it moves along this path. FIG. 23 distinguishes between tunnel 2000, which houses everything inside it, and wash path 1000, which is the functional zone where the vehicle cleaning occurs.

In some embodiments, the conveyer includes, on one side, one or more conveyors and, on the other side, one or more beltless roller decks. Conventional vehicle washing conveyor systems typically encounter issues with vehicle alignment, gear positioning, and vehicle damage when using traditional dual-side-belt conveyors. For example, if one of the belts in a dual-side-belt system is moving faster than the other, this can twist the vehicle out of alignment and cause damage to both the vehicle and the wash facility.

Another common issue is that a high percentage of drivers today fail to place their vehicle in neutral when entering/exiting a vehicle wash. This can happen, for example, because the driver does not know how to place the vehicle in neutral, which can be common for drivers of electric vehicles. These failures reduce the volume of cars that can be washed at a typical wash facility. Additionally, if a customer fails to put their vehicle in neutral before exiting the belt, this can cause damage to the conveyor belt.

In traditional systems, a loading conveyor starts and stops, allowing customers sufficient time to position their vehicles and engage the appropriate gear, leading to a smooth, unhurried entry into the wash process. While this start-stop loading feature provides a slower, customer-friendly option for lower-volume washes, these limitations hinder efficiency, reduce car wash throughput, and may contribute to mechanical failures and customer dissatisfaction. Current systems also require a high degree of alignment precision, increasing operational costs and maintenance due to frequent breakdowns.

There is thus a need for a system that accommodates both the customer who wants a smooth, unhurried experience and the wash facility operator who wants to increase volume.

The disclosed system and method introduce a conveyor approach using a single conveyor belt positioned on the driver's side and a bed of exposed, controlled-rotation rollers on the passenger side of the vehicle. This configuration aims to alleviate issues associated with conventional dual-belt conveyors.

In some embodiments, a single conveyor positioned on the driver's side ensures continuous movement of the vehicle through the wash process. The single conveyor avoids the complexities and potential misalignment issues associated with dual-belt systems. Unlike dual-belt systems, this single-belt solution avoids the need for additional drive systems on the passenger side, simplifying operation and maintenance.

In some embodiments, the passenger side features a series of rollers. In some embodiments, these rollers are spaced 3 inches apart, with a 2-inch diameter on 3-inch centers. In some embodiments, these rollers will be installed on the passenger side for the first 25 feet, giving the customer adequate time to find neutral while the driver's side conveyor moves their vehicle forward. In some embodiments, the bed of rollers can be a different length. For example, for heavier vehicles, the bed of rollers may be longer.

These rollers, which turn only under pressure, allow controlled rotation when a vehicle is in park, moving the vehicle forward gently. When in neutral, the vehicle rolls smoothly over the rollers, allowing it to progress naturally through the wash. The length of the roller bed on the passenger side can be adjusted based on vehicle weight to accommodate larger vehicles with longer bed sections as needed.

This system supports high-volume throughput for standard vehicles and can accommodate large tractor trailers, providing a versatile, maintenance-free solution for various vehicle sizes. The single-side conveyor with controlled-rotation rollers ensures a high-volume environment while maintaining a smooth, low-maintenance operation.

The rollers on the passenger side are configured for controlled rotation, turning only when weight or tire pressure is applied. This reduces mechanical wear and mitigates dirt accumulation in roller bearing ends, creating a low-maintenance environment. The epoxy-coated floor beneath the roller bed prevents dirt buildup and ensures smooth operation. The depth of the drain beneath the rollers is calibrated to prevent dirt and debris from interfering with roller rotation.

In some embodiments, an optional high-pressure system can be integrated beneath the conveyor path to remove road contaminants, such as salt, from the undercarriage. This feature provides an additional benefit for trucking companies by reducing maintenance costs associated with corrosion from road salt.

In some embodiments, there is a conveyor belt on the driver's side. In some embodiments, the conveyor belt is approximately 28 inches wide and has the capacity to support heavy vehicle loads up to 14,000 pounds per foot.

In some embodiments, the passenger side comprises a roller bed that leads to an epoxy-coated static guideway floor, designed to provide smooth movement. If, for example, the customer is not able to engage their car in neutral before reaching the epoxy-coated static guideway, their vehicle will still smoothly move along the smooth epoxy-coated floor.

In some embodiments, rollers are configured for controlled rotation, turning only when weight or tire pressure is applied, preventing unnecessary roller wear. In some embodiments, the rollers are spaced at 3-inch centers, allowing a smooth and consistent surface for vehicle wheels.

In some embodiments, the system comprises a transverse gradient of 1 inch per 60 inches, maintaining a slight incline to facilitate vehicle alignment.

In some embodiments, for lower-volume car washes, the loading conveyor can operate in a start-stop mode, allowing customers ample time to place their vehicles in neutral, enhancing user experience. This phased loading provides an option for operators who prioritize a smoother, less rushed loading process.

In some embodiments, for high-volume setups, the system provides continuous motion on the driver's side belt while maintaining the passive roller bed on the passenger side.

The system's flexibility allows for washing both passenger vehicles and larger vehicles, such as tractor trailers, without the need for modifications or dual-belt configurations. The adjustable length of the roller bed on the passenger side allows the system to adapt to vehicles of different weights and sizes.

The controlled-rotation rollers reduce mechanical wear, mitigate dirt accumulation, and enhance durability. The epoxy coating on the static guideway floor creates a smooth, non-stick surface, and the system incorporates a drainage configuration beneath the rollers to prevent debris buildup. This design feature ensures that the rollers remain free of obstruction and require minimal maintenance.

In some embodiments, the system can handle a range of vehicles, including passenger vehicles and tractor trailers, ensuring stability and safety for large vehicles with varying alignments and weights. In particular, in some embodiments, the system disclosure herein can wash any vehicle from 4′ wide to 106 ″ wide and 24 ″ high to 13′4 ″ high and any length. In some embodiments, this system can accommodate over 80 or more tractor trailers per hour.

FIG. 25A depicts a conveyor configuration in which a driver's side comprises a conveyor 100 and a beltless roller deck 175 that each span the full length of the wash area, providing continuous movement to the vehicle, according to an embodiment of the present disclosure. On the passenger side, a series of beltless rollers 175 are positioned along the entire length, allowing for controlled, passive movement without the need for a belt. In some embodiments the conveyor system with single-side conveyors may be the same as the conveyor systems described above, except that they include one or more beltless roller decks 175 instead of or in addition to a static guideway 150 or a conveyor 100. In this embodiment, when the vehicle's transmission is placed into park or if the driver has put on the brakes (regular or emergency), the passenger (right) side of the vehicle freely glides on the beltless roller deck assembly 175 (with the tires locked) while chocks or pucks in the conveyor belt 200 push the driver (left) side tires forward without rotating. When in neutral, the passenger side tires will spin as they travel along the beltless roller deck assembly 175.

FIG. 25B depicts a conveyor configuration in which a driver's side comprises a conveyor 100 that extends for the full length of the wash system and a partial-length beltless roller deck 175′ that extends only a portion of the length of the wash system, according to an embodiment of the present disclosure. The passenger side is divided into two sections: the first section comprises a beltless roller bed 175 with controlled-rotation rollers while the remaining length is an epoxy-coated concrete surface 150. If, for example, the customer is not able to engage their vehicle in neutral while traversing the beltless roller deck 175 before reaching the epoxy-coated static guideway 150, their vehicle will still smoothly move along the smooth epoxy-coated floor 150.

In this embodiment, the partial-length beltless roller deck 175′ is proximate the entrance to the wash tunnel such that, as the vehicle enters the wash tunnel, the passenger (right) side tires of the vehicle either freely roll (if in neutral) or remain locked and glide along (if in park or brakes are engaged) the partial-length beltless roller deck 175′ while chocks or pucks in the conveyor belt 200 push the drive (left) side tires forward without rotating. After the passenger side tires have traveled over the entire length of the partial-length beltless roller deck 175′, they encounter a static guideway 150 that extends through the remainder of the wash tunnel. As described above, when over the static guideway 150, tires will either roll (if in neutral) or remain locked and glide across (if in park or brakes are engaged) the static guideway 150. In some embodiments, the length of the partial-length beltless roller deck 175′ is based on the weight of the vehicle, with longer lengths for heavier vehicles.

A partial-length beltless roller deck 175′ may be less expensive than a full-length beltless roller deck 175. Further, due to its fewer parts, it has fewer failure modes. Moreover, although a partial-length beltless roller deck 175′ may be more expensive than having a full-length static guideway 150, it may be safer. This is because a static guideway 150 may be slippery and cause an employee or customer to fall if they walk on it. By using a partial-length beltless roller deck 175′ near the entrance of the wash tunnel, this safety concern is balanced with financial considerations by using a relatively short beltless roller deck 175′ (when compared to a full length 175) to move the static guideway 150 further into the wash tunnel, which is not frequently traveled by customers or employees.

FIG. 25C depicts a conveyor configuration in which a driver's side comprises a conveyor belt that extends for the entire length of the wash system and two partial-length beltless roller decks that extend only a portion of the length of the wash system, according to an embodiment of the present disclosure. The passenger side is divided into three sections: the first section comprises a roller bed with controlled-rotation rollers, the second section comprises an epoxy-coated concrete surface, and the third section comprises a second roller bed with controlled rotation-rollers. This configuration allows vehicles that may not be in neutral to slide across the epoxy floor and later, along the second roller bed.

In this embodiment, there are two partial-length beltless roller decks 175a′, 175b′, one near the entrance to the wash tunnel and one near the exit. In this configuration, the passenger-side tires travel over a first partial-length beltless roller deck 175a′, over a static guideway 150, and then over a second partial-length beltless roller deck 175b′. In this embodiment, the static guideway 150 is bound on each side by a partial-length beltless roller decks 175a′, 175b′, providing a barrier between customers or employees and the static guideway 150.

In some embodiments, safety attachments 500 are positioned at the start and end of a beltless roller deck 175 as a safety measure to prevent accidents, such as individuals stepping into a gap between a roller 310 and the floor. In some embodiments, at the entrance and exit of each beltless roller deck 175, there exists a slab 550, which also comprises a transverse horizontal slope.

One or more beltless roller decks can be incorporated into systems with multiple conveyors in series. For example, FIGS. 26A-26C depict conveyor configurations in which a driver's side comprises one or more conveyors in series and various configurations of beltless roller decks, according to embodiments of the present disclosure. Although these figures illustrate the beltless roller deck 175 on the passenger side, which can be preferable, it is noted that configuration can also be reversed, with the conveyor 100 on the passenger side and the beltless roller deck 175 on the driver's side.

In some embodiments, a conveyor system for a car may comprise a conveyor 100 and a beltless roller deck 175. The conveyor may be 100 ′ long with an 18 ″ wide belt. The beltless roller deck may be a partial-length beltless roller deck 175′ may be proximate an entrance to the wash tunnel and have a length of 30 ′. In some embodiments, a conveyor system for a truck or other oversized vehicle may comprise a conveyor 100 and a beltless roller deck 175. The conveyer may be 100 ′ long with a 28 ″ wide belt. The beltless roller deck may be a partial-length beltless roller deck 175′ be proximate an entrance to the wash tunnel and have a length of 30 ′ and a width of 36 ″. The conveyor 100 and the beltless roller deck 175 may be separated by a distance of 50 ″, bringing the total width from a far end of the conveyor to a far end of the beltless roller deck 175 to 114 ″. In some embodiments, a conveyor system for a truck or other oversized vehicle may comprise a conveyor 100 and a beltless roller deck 175. The conveyer and the beltless roller deck may each be 100 ′ long and 28 ″ wide. In this embodiment, the conveyor has the capacity to support heavy vehicle loads up to 14,000 pounds per foot.

FIGS. 27A-27D depict various views of a beltless roller deck, according to an embodiment of the present disclosure. In some embodiments, the beltless roller deck includes a frame 850, a plurality of bushings 350 that operate as the roller bearings, and idler rollers 310. In some embodiments, the beltless roller deck 175 is the same or substantially similar to the conveyor 100 except that it does not include a belt, or any components necessitated by a belt, such as a drive roller, a tail roller, and return rollers.

The frame 850 may include one or more frame sections connected together in series, with one guard rail formed by U-beams 856a, 856b and L-brackets 857a, 857b that extend along the entire length of the frame 850. In some embodiments, the frame section includes two base I-beams 851a, 851b substantially parallel to each other and perpendicular to a vehicle's direction of travel. These base I-beams 851a, 851b, can be connected to the floor, e.g., via bolts. On the top face of each I-beam (e.g., 851a) are two vertically extending U-beams (e.g., 854a, 854c), each facing outwardly. One U-beam (e.g., 854c) is located proximate to, or at, a first end of the base I-beam 851a. The other U-beam (e.g., 854a) is located proximate the second end of the base I-beam 851a but offset towards the middle of that I-beam 851a. In this way, one U-beam (e.g., 854c) is closer to (or at) one end of the base I-beam (e.g., 851a) than the other (e.g., 854a), such that an offset configuration results.

In some embodiments, the frame section further includes upper 852a, 852c and lower 852b, 852d longitudinal I-beams on each side, extending between two of the U-beams 854a and 854b, 854c and 854d in the same direction of the vehicle's travel and perpendicular to the base I-beams 851a, 851b.

On each side of the frame section, L-beams 858a, 858b can be connected to the inner faces of the vertically extending U-beams (e.g., 854a, 854c) and the upper longitudinal U-beams 852a, 852c to form a platform to which one or more bushings 350 can attach. Idler rollers 310 can be installed on the frame 850 via the bushings 350. As described above with respect to conveyors 100, these idler rollers 310 may only rotate when they are under a load.

Two or more frame sections can be connected together in series to form the frame 850. In some embodiments, adjacent frame sections may share a base I-beam 851b such that one base I-beam 851b may have extending from it two vertically extending U-beams from a first frame section and two vertically extending U-beams from a second frame section.

The frame 850 may further include guard rails formed by outwardly-facing U-beams 856a, 856b installed on the top surfaces of the vertically extending U-beams (e.g., 854a, 854b) and the upper longitudinal I-beams (e.g., 852a). In some embodiments, the frame may further include a front plate 855 and a front base plate 859, and additional L-beams 858b, 858d for additional structural support.

FIG. 28 depicts a transverse cross-sectional view of a conveyor system, the conveyor system comprising one conveyor and one beltless roller deck, according to an embodiment of the present disclosure. Like the embodiments described above with respect to FIGS. 4A and 4B, in some embodiments, one or more of the conveyors 100 and the beltless roller deck 175 may be within one or more trenches 900. Further, in some embodiments, either the conveyor 100 or the beltless roller deck 175, whichever is placed on the passenger side, is lower than the other to simulate the crown of the road because vehicle alignment may be configured to perform best with a crown on the driving surface.

FIG. 29 shows a cross-sectional side view of a beltless roller deck, according to an embodiment of the present disclosure. In some embodiments, like the above-described conveyors, the angle between a beltless roller deck can feature a degree of inclination characterized by a 1-inch rise over a span of 60 inches.

FIG. 30 depicts a detailed view of FIG. 29, zoomed in to detail the interaction between a vehicle's tires and idler rollers 310. Idler rollers 310 only turn when the force of a vehicle's tires cause a sufficient level of friction with engaged idler rollers 310. By configuring idler rollers 310 such that each idler roller 310 only turns when it is supporting the weight of a vehicle wheel, the number of rotations each roller bearing undergoes during a wash cycle can be reduced from hundreds to less than one rotation. This preserves the bearings of the roller, as less water/solvent and dirt are rolled into the bearing.

FIGS. 31A-31C depict various views of vehicles carried by a conveyor system with a beltless roller deck, according to embodiments of the present disclosure.

FIG. 32 depicts a top view of a vehicle wash system, the system comprising a tunnel 2000 and a wash path 1000. Tunnel 2000 is the space between the entrance and exit opening that contains all the components of the wash system, including wash path 1000, conveyor 100, beltless roller deck 175, and various wash equipment (application arches 110, rotating brushes 120, mitters 130), and any other components. Wash path 1000 is the area within which the vehicle is conveyed by the conveyor 100 and along the beltless roller deck 175 for washing. Conveyor 100 moves the vehicle through wash path 1000, while the wash equipment cleans the vehicle as it moves along this path. FIG. 32 distinguishes between tunnel 2000, which houses everything inside it, and wash path 1000, which is the functional zone where the vehicle cleaning occurs.

FIGS. 33A and 33B depict various views of a high-pressure system installed on a beltless roller deck 175, according to an embodiment of the present disclosure. In some embodiments, an optional high-pressure system can be integrated beneath the conveyor path (on either or both of the conveyor 100 and beltless roller deck 175 sides) to remove road contaminants, such as salt, which can cause damage from the undercarriage. This feature provides an additional benefit for trucking companies by reducing maintenance costs associated with corrosion from road salt. In some embodiments, this high-pressure system can be used to wash sixty trucks per hour. In some embodiments, it can be used to wash 88 trucks per hour, with 3 trucks moving at 1 foot every 2.5 seconds.

In some embodiments, this high-pressure system can include rotating nozzles 291 (e.g., 32 nozzles) strategically placed under the conveyor system. Each nozzle 291 may operate at pressures such as 1,000 psi but can be adjusted by a variable frequency drive (VFD) raising pressure in higher or more difficult areas and lowering pressure in areas with electronics. In some embodiments, one or more sensors 292 may be installed on the floor, or at another location, to determine the highest and lowest points of the vehicle's undercarriage so pressure can be controlled accordingly (i.e., use a higher pressure for higher points). In some embodiments, the high-pressure system uses fresh water. In some embodiments, reclaimed water is used.

Turning now to FIGS. 38-51, FIG. 38 illustrates an example of a conveyor and beltless roller deck system within a vehicle wash facility, according to an embodiment of the present disclosure. The depicted system includes a conveyor belt positioned on the driver's side of the vehicle, which may, for instance, be approximately 28 inches wide. Adjacent to the conveyor, a concrete shelf, which in some configurations measures about 42 inches wide and 21 inches deep, may be present to support alignment and operational stability. A guiderail may be positioned to assist with vehicle alignment, while a roller deck is situated on the passenger side. The design can further incorporate chemical separation dams configured to channel wash water and cleaning agents into a drainage system beneath the concrete shelf. Structural support may be provided by components such as galvanized I-beams.

In particular, in some embodiments, a separation area 762 is formed in the trench 900 in which the conveyor 100 is located. In some embodiments, a trench 900 is cut out of the floor of a vehicle wash tunnel. Within the trench 900 is a shelf 768 or a step, which can be made of concrete, that, in some embodiments, extends along the length of the trench 900. The shelf 768 is narrower than the trench and offset to the outside such that a drain 769 is formed between the shelf 768 and the inner side wall of the trench 900.

On top of the shelf 768 and extending transversely from one side of the trench 900 to the other are supporting structures 763, which in some embodiments are 6 ″ I-beams. These are spaced every few feet along the length of the trench 900. The conveyor 100 is installed on top of the support structures 763. In this way, the support structures 763 support the conveyor 100, and the shelf 768 supports the support structures 763.

Like the shelf 768, the conveyor 100 is narrower than the trench 900 and offset to the outside such that there is a, e.g., 10 ″, gap between the inner edge of the conveyor 100 or beltless roller deck, and the inner wall of the trench 900. In some embodiments, a perforated drain cover 775 is installed over this gap to prevent large debris from entering the drain 769. In some embodiments, these features are arranged such that the majority of the conveyor 100 is within the trench 900, with its top surface level with, or only slightly elevated above, the vehicle wash floor.

Dams 772 extend transversely from one side of the trench 900 to the other and are arranged at intervals (e.g., every 20 feet) along the length of the trench 900. In some embodiments, a dam 772 comprises a concrete wall. A separation area 762 is formed on four sizes by two adjacent dams 772, the shelf 768, and the inner side wall of the trench 900.

In some embodiments, the conveyor includes an outer guard rail 710 and an inner guard rail 720. In some embodiments, the outer guard rail 710 may be 8 ″ tall while the inner guard rail is shorter, only 4 ″ tall.

As illustrated in FIGS. 38 and 39, in some embodiments, separation areas 762 are similarly formed in the trench 900 receiving the beltless roller deck 175, although the configuration is mirrored about a centerline between the conveyor 100 and beltless roller deck 175 that extends from the entrance to the wash tunnel to the exit.

FIG. 39 shows an exemplary chemical and wastewater management system that may be integrated into a vehicle wash facility, according to an embodiment of the present disclosure. Once inside the tunnel, the vehicle will be washed with wash fluid and wash equipment. Autonomous vehicles, for example, have sensitive equipment that can be easily damaged by exposure to chemicals, such as those used in conventional vehicle wash systems. Because of this, in some embodiments, a vehicle wash system for autonomous vehicles may only use fresh water for washing autonomous vehicles. In some embodiments, the wash method using reverse osmosis set forth in U.S. Pat. No. 12,403,869, Titled Vehicle Wash System with Belt Conveyor, filed Sep. 30, 2024, is used.

In other embodiments, wash fluids containing one or more chemicals are used, but only used on certain areas of the vehicle, i.e., those areas that will not be damaged by them, and in some embodiments, the same vehicle wash system washes both autonomous vehicles using only fresh water and human drive vehicles using wash fluid with chemicals. In either case, if multiple wash fluids are used, e.g., fresh water and a wash fluid with chemicals, it can be desirable to keep the resulting different waste wash fluids separate so they can be reused, e.g. to avoid using waste wash fluid that contained chemicals on an autonomous vehicle. To do this, in some embodiments, the vehicle wash system includes separation area 762, at least one for each unique wash fluid to be maintained separately. Each separation area 762 collects waste wash fluid, which travels via piping 774 to storage tanks 773 for reuse and optionally to a sewer for disposal.

In one example, separation dams could be spaced at intervals, such as every 20 feet along the conveyor system, to create isolated chemical zones and prevent cross-contamination. These dams may direct wastewater into recovery tanks, which can have capacities of approximately 1,500 gallons in certain embodiments. The recovery tanks may be connected by drainage pipes, such as 6-inch pipes, with a pitch of about 1 inch per 10 feet, to facilitate flow. Additional components, like sand and oil separators, may be included to process wastewater before discharge into a sewer system.

In particular, in some embodiments, nozzles from an area proximate a first separation area 762a project a first wash fluid (e.g., fresh water) into the vehicle wash tunnel. The first wash fluid travels directly to the vehicle, to the wash equipment, or misses both and travels into a drain 769 beneath the conveyor 100. From there, the first wash fluid, which is now waste fluid, travels to the first separation area 762a by virtue of its proximity to the first separation area 762a. A second set of nozzles from an area proximate a second separation area 762b project a second wash fluid (e.g., one with chemicals). That waste wash fluid travels to the second separation area 762b, separated from the first separation area 762a. Waste wash fluid from the first separation area 762a travels to a first storage tank 773a via a drainage pipe 774a, while waste wash fluid from the second separation area travels to a second storage tank 773b via drainage pipe 774b.

FIG. 40 depicts a cross-sectional view of a vehicle wash path with one separation area 762 shared between a conveyor 100 and a beltless roller deck 175, according to an embodiment of the present disclosure. In other embodiments, the beltless roller deck 175 mounted to the concrete floor of the vehicle wash facility, not inside the trench, with spacers 777 installed if needed so the beltless roller deck 175 is level with the conveyer 100. Then, a channel is bored, with a pipe 774 inserted within the bore, from an area underneath the beltless roller deck 175 into the separation area 762 under the conveyor 100. In this configuration, waste wash fluid on the opposite side of the vehicle wash path as the conveyor 100 travels from underneath the beltless roller deck 175, through the pipe 772, to the separation area 762 under the conveyor 100. In some embodiments, the exit of the bore into the separation area 762 is at an elevation higher than, at, or lower than the support structures.

In some embodiments, the beltless roller deck is 2 ″ off the ground, can carry 5,000 lbs per square foot, comprises idler rollers that are 1⅜ ″ in diameter on ¾″ stainless steel centers.

In some embodiments, when a tire is over the idler rollers and substantially flat due to the pressure of its weight, exactly three idler rollers are beneath the flat portion of the tire, with no less than two center points.

As above, wash fluid from nozzles proximate the opening to the channel and into the pipe 772′ travels to the first separation area 762a, while wash fluid from nozzles proximate a second opening to a second channel travel to the second separation area 762b via a channel/pipe bored from a second location under the beltless roller deck 175. This configuration may be desirable because it can be installed in existing vehicle wash systems quickly (e.g., in less than 24 hours), easily, inexpensively, and with no concrete work as there is no need to cut a trench for the beltless roller deck. After installation, the retrofitted vehicle wash system can accept and wash vehicles that are in park, are in “lock out mode,” or have the brake engaged, and different waste wash fluids can be separated for reuse or disposal.

FIG. 41 illustrates an example nozzle configuration 140 and pump system designed to deliver targeted, high-pressure cleaning in a vehicle wash facility, according to an embodiment of the present disclosure. In one embodiment, the system may include CAT pumps capable of delivering, for instance, 45 gallons per minute (GPM) at 1,000 pounds per square inch (PSI). A plurality of nozzles 141, including zero-degree and 60-90-degree options, can be strategically positioned to optimize cleaning coverage. For example, each nozzle 141 might have a flow rate of approximately 1.5 GPM and may be arranged to provide overlapping spray coverage. These nozzles 141 can be aligned to deliver precise water penetration while accommodating various vehicle sizes and contours.

In some embodiments, the location of the nozzles 151, the speed of the conveyor 100 and the vehicle type, and thus its dimensions, are all known and pressure of the one or more wash fluids exiting nozzles can be varied (via VFD) depending on what area of the vehicle is being sprayed, with reduced pressure proximate areas with sensitive sensors and cameras to avoid fluid intrusion into this equipment. The type of vehicle being cleaned can be determined by, e.g., manual input, an artificial intelligence camera taking a photograph of the vehicle, or the vehicle itself sending a communication to the wash system's communication system.

With reference to FIG. 43, in some embodiments, there is a camera 751, e.g., an artificial intelligence camera, at the entrance area 753 for taking a photograph of the vehicle for determining the vehicle type. Once this information is known, certain adjustments can be made to avoid damaging the vehicle's sensitive equipment. In particular, with knowledge of the vehicle type, one may know the dimensions of the vehicle and where its sensitive equipment is located and, for example, move equipment outwardly to accommodate large vehicles or adjust the pressure of wash fluids exiting from nozzles down when sensitive areas pass in front of them, as described above.

In some embodiments, the vehicle wash system may also include a communication system 758 for communicating with autonomous vehicles. For example, the communication system 758 may receive messages from a vehicle indicating that the vehicle has arrived, indicating the type of wash the vehicle will receive, and providing the vehicle type, as described above. The communication system 758 may also send a message to a vehicle indicating that it should enter or exit the vehicle wash path, and engage or disengage its wash mode. In some embodiments, the communication system 758 may communicate with two or more vehicles at the same time. For example, it may simultaneously send a message to a first vehicle to disengage wash mode and send another message to a second vehicle to enter the vehicle wash path. In some embodiments, the communication system 758 can communicate with multiple autonomous vehicles to schedule vehicle washing appointments.

FIGS. 42A-42C depict top and front perspective views of an underbody nozzle system 142, according to embodiments of the present disclosure. In some embodiments, the system includes an underbody nozzle system 142 located between the conveyor 100 and the beltless roller deck 175 such that as the vehicle moves along the vehicle wash path, it moves over the underbody nozzle system 142. The underbody nozzle system 142 can spray one or more wash fluids at the underbody of a vehicle 142. In some embodiments, the underbody nozzle assembly 142 includes 32 nozzles 141 arranged in two lines (16 per line) that angle outwardly with respect to one another as the vehicle travels towards the exit such that the lines of nozzles together form a “V” shape, when viewed from the entrance, with two nozzles 141 at its apex. In some embodiments, this nozzle 141 configuration may accomplish superior cleaning when compared to conventional nozzle arrangements.

In some embodiments, the system may be designed to accommodate a range of vehicles, such as passenger vehicles, oversized vehicles, and trucks of varying configurations. For instance, a standard truck may, in one example, have a width of approximately 102 inches and a length of about 960 inches. The system may also be adapted to clean trucks equipped with dual tires measuring approximately 22 inches in width and axles spaced roughly 10 feet apart, as commonly found in heavy truck configurations.

In some embodiments, the conveyor may have a width of about 28 inches and be capable of supporting loads of up to approximately 14,000 pounds per foot.

In some embodiments, the conveyor may include cleats or pucks to enhance functionality. For example, the pucks may be configured with a height of about 1.5 inches and spaced approximately every 12 feet along the belt. These pucks can be secured to the belt using stainless steel elevator bolts, which may measure approximately ⅜ inch in diameter and 1.25 inches in length. The bolts can be installed at intervals, such as every four inches across the width of the belt, and fastened using locking nuts. The belt may also incorporate stainless steel connectors, which, in one configuration, are 24 inches wide and installed at intervals of approximately 100 feet using, for example, 48 stainless steel bolts per connector. The belt may exhibit a tear resistance of about 5,200 pounds per inch of width, yielding a total tear capacity of approximately 124,800 pounds for a 24-inch belt.

In some embodiments, the wash facility may include a pit or a trench into which the conveyor system is integrated. The pit may provide structural support for the conveyor system. On either side of the conveyor system—such as the driver's side and the passenger's side—the pit may include a shelf configuration that can support either the belt conveyor system or a roller deck assembly system. For example, the pit may be about 36 inches deep and 42 inches wide, featuring shelves that are approximately 20 inches wide and situated at a depth of about 21 inches on both sides of the vehicle. In some configurations, the shelf arrangement on the driver's side may be mirrored on the passenger's side. Structural support may be provided by galvanized I-beams, which could measure 6 inches in height and weigh about 30 pounds per foot. These beams may be bolted to the walls of the pit using concrete anchor bolts, such as 5-inch-long bolts. The beams may be spaced at intervals of roughly 5 feet. Additional support may be achieved using 14-inch frames, which might weigh about 26 pounds per foot and be secured to the concrete walls with Grade 8 bolts. The concrete walls themselves may be a minimum of about 12 inches thick and reinforced with fiber mesh to reduce long-term degradation due to rust.

In some embodiments, the floors of the facility may also be at least about 12 inches thick to accommodate loads of up to approximately 50,000 pounds per foot. To enhance durability, the floors may be sealed with an epoxy coating in certain configurations.

In some embodiments, the system may include controlled rotation bearings designed to support substantial loads, such as approximately 14,000 pounds per foot. These bearings may be made from stainless steel, which can have a minimum 304 rating to provide resistance against corrosion. A gearbox, such as a HECO 30 model, may include a replenishing lubrication system configured to return heated oil to a cooling tank for improved operational efficiency. The system may be powered by a hydraulic pump equipped with an oil cooler, while hydraulic lines can be certified to handle pressures, such as up to 6,000 psi, with bypass lines rated for lower pressures, such as 1,000 psi. In certain configurations, brass fittings may be utilized in wet areas to resist corrosion, and electrical components can be housed in a dry area and connected through sealed conduits to protect against moisture ingress.

In some embodiments, a wash nozzle system may be implemented to clean under-body vehicle components, such as brake disks and drums. Stainless steel nozzles, for instance, can be installed to achieve or exceed spray penetration of about 6 inches. Overlapping spray patterns may be employed to ensure consistent and comprehensive cleaning coverage. For example, zero-degree nozzles may be positioned to target wheels and other critical areas. Each nozzle may operate at pressures such as 1,000 psi and deliver water at a flow rate of approximately 1.5 gallons per minute. The nozzles can be mounted on manifolds with openings spaced at intervals, such as every inch, to allow on-site adjustments. Additionally, the nozzle positions may be adjustable to accommodate vehicle heights ranging, for instance, from 6 inches to 36 inches. Specific nozzles may target the brake drum area at adjustable angles, such as between 45 and 60 degrees. In certain configurations, the system's penetration pressure may be regulated via a 25-horsepower variable frequency drive. The conveyor system, in one example, can operate at speeds of about 2.3 seconds per foot (or approximately 14 rotations per minute) to ensure consistent cleaning by the nozzles.

In some embodiments, chemical cleaning solutions, such as heavy-duty truck cleaning acids, may be applied in an initial section of the conveyor system, which can span, for example, the first 20 feet. This section may be constructed from stainless steel to resist corrosion caused by the chemical agents. Separation dams can be installed at intervals, such as every 20 feet along the conveyor, to isolate chemical zones and direct them into recovery tanks. This design helps prevent chemical mixing, facilitates reclamation, and ensures proper wastewater management. Recovery tanks, in one configuration, may have capacities of approximately 1,500 gallons and may process water through sand and oil separators before discharge. In certain embodiments, materials such as aluminum oxide may be introduced into the reclaimed water during a third stage of treatment to accelerate sedimentation. The system may be configured to operate using either fresh water or reclaimed water, depending on environmental conditions.

In some embodiments, the system may be designed to process a high volume of vehicles, such as handling between 60 and 80 tractor trailers per hour. For example, a trailer measuring approximately 80 feet in length might complete an under-body wash in about 1.33 minutes. In certain configurations, a conveyor system spanning approximately 240 feet could increase throughput to as many as 120 trucks per hour.

In some embodiments, maintenance of the nozzle system may be simplified through features such as built-in indicators. For example, motor performance may be monitored by logging amperage levels on a monthly basis, with increased amperage serving as an indicator of nozzle wear. To maintain cleaning performance, nozzles may be replaced on a periodic basis, such as annually. Certain components, including acid-grade pumps, nozzles, and actuators, may be utilized in areas exposed to corrosive cleaning agents to ensure durability. Additionally, mechanisms may be included to control nozzle activation based on vehicle position, optimizing efficiency and reducing water usage.

In some embodiments, the passenger side of the conveyor system may incorporate a roller bed system. This system can remain idle until engaged by the weight of a vehicle, which may help reduce the infiltration of dirt into the roller system's bearings and extend the system's operational durability. By activating only when necessary, this design minimizes wear and tear while maintaining effective cleaning performance.

The system may be configured for flexible operational modes, which can include fresh water washes, reclaimed water washes, and hot water washes. These configurations can help reduce maintenance costs for trucking and bus operators while maximizing cleaning efficiency and throughput. For instance, a conveyor system spanning approximately 100 feet and operating at a capacity of 60 trucks per hour, with a cleaning rate of $50 per wash, could potentially generate revenue of about $3,000 per hour.

In some embodiments, the wash system may be designed to accommodate autonomous vehicles, which are highly sensitive to external stimuli. Such vehicles may react to approaching objects by activating safety protocols, such as brake locking, entering park mode, or experiencing sensor disorientation. Traditional car wash systems may not be compatible with these vehicles, as they can trigger such protocols, potentially causing system lock-ups that affect both the vehicle and the car wash equipment.

FIG. 43 illustrates an exemplary layout of a vehicle wash facility optimized for autonomous vehicles, including wash equipment and operational zones for entry, washing, and exit, according to an embodiment of the present disclosure. For instance, leading into the vehicle wash tunnel 2000 is an entrance area 753 that may feature, on either side, initial positioning markers (which may be reflective) to be sensed by autonomous vehicles to guide vehicles into precise alignment with the conveyor system. In some embodiments, the initial positioning markers may be on curbs, walls, or simply attached to posts in the ground. Within the wash building, autonomous vehicles may pass through synchronized cleaning stages facilitated by the conveyor system. Extended entrance and exit zones can provide additional space for vehicles to prepare for the wash mode or to realign sensors and reestablish connections with satellite or navigation systems. These areas may help ensure that vehicles regain full operational functionality before reentering traffic.

In some embodiments, the vehicle wash system has a fire system. This may include one or more heat sensors 757 for sensing heat from a fire. If a fire is sensed, the wash equipment may be stopped and the conveyor 100 may move the vehicle out of the tunnel 2000. Advantageously, in some embodiments, the conveyor 100 is in a trench 900, in a wet environment, protected from the heat and flames of a fire.

The disclosed system may incorporate modifications tailored to the specific requirements of autonomous vehicles. For example, distinct configurations may be implemented for passenger vehicles and heavy trucks to accommodate their unique operational needs.

As previously discussed, the conveyor system may include a belt conveyor on the driver side of the vehicle and idler rollers on the passenger side. The belt conveyor may feature a continuous belt with controlled rotation or self-synchronizing idler rollers to facilitate smooth vehicle movement. In one configuration, the conveyor system may have an entrance-to-exit incline of approximately one inch per 10 feet and a transverse incline of about one inch per 60 feet.

In some embodiments, vehicles may be guided onto the conveyor system using entrance markers, which could include reflector-type indicators similar to those used in airplane landing systems or highway reflectors. These reflective markers may ensure vehicle alignment within precise tolerances, such as a few millimeters, for seamless entry into the wash process. The markers may interact with the vehicle's onboard sensors, and the system software may be adaptable to align with specific configurations and operational requirements established by individual vehicle manufacturers.

In some embodiments, the system may include extended entrance and exit conveyors, with lengths tailored to match or exceed the size of the vehicles being washed. For example, a conveyor may be approximately 80 feet long to accommodate a tractor-trailer or about 25 feet for a car. These extended conveyors can facilitate smooth entry and exit, even for vehicles in a parked or neutral state.

To support the entrance of autonomous vehicles into the wash process, the conveyor may extend beyond the wash bay, providing a length sufficient to match or exceed the length of the vehicle. This configuration allows the vehicle adequate time and space to enter a “wash mode,” where its tires may be locked in place to ensure stability. Once positioned on the conveyor, the driver-side belt may provide propulsion, while idler rollers on the passenger side rotate as needed under the tires. This design helps minimize sensor interference and ensures controlled, safe movement of the vehicle through the wash system.

In some embodiments, the entrance area 753 comprises both a conveyor 100 and a beltless roller deck 175 leading into the tunnel 2000. These are substantially parallel to each other and arranged such that one will receive, e.g., the vehicle's driver's side tires while the other will receive, e.g., the passenger's side tires. In some embodiments, the conveyor 100 receives the driver's side tires. As discussed above, in some embodiments the tunnel includes a conveyor and beltless roller deck. Thus, in some embodiments, the conveyor 100 and beltless roller deck 175 in the entrance area may be one in the same with the tunnel's conveyor and beltless roller deck, respectively, i.e., the tunnel's conveyor and beltless roller deck are longer such that they extend into the entrance area 753. However, in some embodiments, they may be separate from the tunnel's conveyor and beltless roller decks, but colinear with them such that a vehicle can transfer from the conveyor 100 and beltless roller deck 175 in the entrance area 753 to the conveyor and beltless roller deck in the tunnel 2000. In some embodiments, the length of the conveyor 100 and beltless roller deck 175 in the entrance area 753 should be the same as or longer than the length of the vehicle to be washed.

There are advantages of having a conveyor 100 and beltless roller deck 175 in the entrance area 753. For example, autonomous vehicles may “lock up” (e.g., engage its brakes) when they sense the moving wash equipment in the wash tunnel 2000. If this occurs before the vehicle is on a conveyor, the vehicle will be stuck in that location until it leaves the lock out mode. But, by getting the vehicle on the conveyor 100 in advance of the entrance to the tunnel, if the vehicle locks up, the conveyor 100 is able to move it through the tunnel 2000.

Similarly, for autonomous vehicle departures, the conveyor may extend beyond the wash bay, offering sufficient length to accommodate the vehicle's size. This design can provide the necessary time and space for the vehicle's sensors to realign and establish its departing trajectory before reentering traffic.

In some embodiments, after exiting the tunnel 2000, the vehicle enters an exit area that, like the entrance area, is flanked on either side by a line of positioning markers 754 (which may be reflective) to be sensed by the vehicle. In the exit area there are two substantially parallel roller deck assemblies 175, one for receiving the driver's side tires and one for receiving the passenger's side tires. Even though the vehicle is not yet in “drive,” the vehicle will move forward on the beltless roller decks 175, driven at first by the back tires still begin on the conveyor in the tunnel and once all tires are on the beltless roller decks 175, by momentum. In some embodiments, the exit area also has a slight downward pitch to facilitate movement on the beltless roller decks 175 away from the tunnel. The inclusion of beltless roller decks 175 in the exit area can be important to keep the vehicle moving while it disengages wash mode or exits lock out mode, establishes connection with satellite or another system, and realigns in sensors, all in preparation for returning to traffic. Without these beltless roller decks 175, the vehicle may be stopped at the exit of the tunnel 200 which, at best, slows down the vehicle wash line and, at worst, could result in a collision with the next vehicle exiting the tunnel.

Similar to the beltless roller deck in the entrance area, one of the beltless roller decks 175 in the exit area may be one in the same with the beltless roller deck inside the tunnel 2000 (i.e., one long beltless roller deck that extends into the exit area) or a second beltless roller deck colinear with the tunnel's beltless roller deck. In some embodiments, the beltless roller decks 175 in the exit area are the same length as, or longer than, the length of the vehicle.

In some embodiments, there are, e.g., aluminum, ramps 144 leading from the pavement onto the entrance conveyor 100 and entrance roller deck 175 and leading from the exit beltless roller decks 175 onto the pavement.

FIG. 44 depicts a cross-sectional view of an exit area beltless roller deck 175 and a locking system, and FIGS. 45A and 45B depict a side view of the locking system of FIG. 45 in the unlocked and locked positions, respectively, each in accordance with embodiments of the present disclosure. Once the vehicle is ready to leave the vehicle wash system and re-enter traffic, it must be able to exit the beltless roller decks 175 in the exit area. To avoid the vehicles' tires from rolling in place on the beltless roller decks 175 after the vehicle enters drive mode, in some embodiments, the exit area includes a system for locking the idler rollers of the beltless roller decks 175 once the beltless roller decks 175 in the exit area have received the vehicle's back tires. The locking system can be hydraulically powered and include a rigid plate 771 with an elastomer (e.g., rubber) mat 772. When engaged, the plate 771 moves towards the underside of the beltless roller decks 175 until the rubber mat 776 is compressed between the plate 771 and the rollers 310, thereby engaging the rollers 310 to prevent them spinning such that the vehicle's tires can frictionally engage the non-spinning rollers as the vehicle drives off of the beltless roller decks 175.

Autonomous vehicles may require specialized modifications to standard car wash equipment to protect sensitive sensors, cameras, and antennas. For instance, the wash system may include adjustable components such as height-controlled mitters designed to use only the last six inches of cloth to prevent tangling with sensor mounts. Side washers, in one example, may have increased core diameters, such as 14 inches, with an overall diameter of approximately 62 inches, ensuring smooth transitions around corners and sensitive components. Additional adjustments, such as recalibrated rotation speeds, water pressures, and drying mechanisms, may be incorporated to minimize potential conflicts with vehicle sensors while maintaining effective cleaning.

In some embodiments, the drying system may utilize touchless air-drying mechanisms designed to avoid wax or water residue from clouding cameras or sensors. For example, air dryer nozzles may be spaced at intervals, such as a minimum of 36 inches apart, to reduce the likelihood of high-pressure airflow inadvertently directing water into sensitive vehicle components.

Chemical applications in the system may be specifically formulated to clean dirt and grime effectively while minimizing the risk of damaging sensors or fogging camera lenses. For instance, certain chemical formulations may reduce chemical usage by as much as 90%, providing efficient cleaning while protecting sensitive surfaces. Autonomous vehicles may be washed exclusively with fresh water in some embodiments, as recycled water may contain salt concentrations that could pose corrosion risks or even fire hazards, particularly in electric vehicles (EVs) equipped with lithium batteries. To address these concerns, the system may operate at water pressures not exceeding approximately 400 psi, a level significantly lower than the theoretical 1,000 psi many vehicles are rated for but known to sometimes fail under.

For autonomous trucks and vehicles that operate continuously, underbody cleaning may be critical for removing road salt and grime that accumulate near electrical connections and battery compartments. In some embodiments, the system may employ robotic arms programmed to adapt to specifications from various vehicle manufacturers. These robotic arms could be configured to clean vulnerable areas, ranging from the first inch above the ground to approximately 36 inches in height, using adjustable water pressures tailored to the construction standards of different vehicle models. This approach facilitates thorough removal of salt and grime from critical areas prone to accumulation. Regular underbody washing, combined with the application of rust inhibitors, may help prevent long-term damage to electrical components and batteries, reducing the risk of catastrophic failures or fires.

In some embodiments, the disclosed system incorporates numerous safety features to address the unique vulnerabilities of autonomous and electric vehicles. For instance, heat sensors are installed to detect potential fires, particularly those caused by salt infiltration into lithium batteries. In the event of a fire, the system activates an emergency vehicle removal mechanism, expediting the vehicle's exit from the building. The conveyor system, installed below ground in a wet environment, is unaffected by rising heat, allowing it to safely transport the vehicle out of the wash bay at an accelerated rate. This feature is crucial, as traditional fire suppression systems are often ineffective against lithium battery fires.

Autonomous vehicles present additional operational challenges, such as varying reboot times and the need for software realignment after the wash process. The system accommodates these requirements by incorporating a controlled exit area where vehicles can safely realign their sensors before departing. In some embodiments, wash operations may be conducted on an appointment-only basis to manage the variable time requirements of different vehicle manufacturers and to prevent system bottlenecks. The system is also capable of operating continuously, allowing for 24/7 service for high-frequency users such as autonomous trucks that operate around the clock.

In some embodiments, the system includes advanced monitoring capabilities, such as temperature sensors for tires and brakes. These sensors detect discrepancies in tire temperature, which may indicate restricted rotation or dirt buildup in the braking area. Detected anomalies trigger additional cleaning of the affected areas, ensuring optimal brake performance and reducing maintenance requirements. All data collected during the wash, including temperature readings and cleaning records, may be stored in a database accessible to maintenance supervisors for proactive vehicle management.

In some embodiments, the system incorporates a communication module that facilitates interaction between the car wash system, the autonomous vehicle being washed, and any subsequent autonomous vehicles waiting in the queue. This module allows the car wash system to transmit real-time operational data and status updates to the vehicle's onboard computer, ensuring smooth transitions between various stages of the wash process. The communication module also conducts pre-wash calibration checks and dynamically adjusts cleaning parameters based on real-time feedback from the vehicle's sensors, accommodating variations between vehicle models and manufacturers. It also allows the system to coordinate with the next vehicle in line, ensuring that all necessary preparatory steps, such as sensor calibration and “wash mode” activation, are completed before entry. By maintaining continuous communication, the module prevents bottlenecks, facilitates efficient vehicle handling, and ensures that the unique requirements of each autonomous vehicle manufacturer are met. Additionally, this communication system can integrate with appointment scheduling and vehicle-specific cleaning protocols.

In some embodiments, a vehicle wheel and side washer system may be designed to clean the front, side, and rear surfaces of vehicles using a combination of hydraulic control and rotating bearings. The system may include brush arms or washer units positioned centrally within the washer system, which rotate outward as a vehicle passes through. This motion can be controlled manually, automatically, or through software algorithms that dynamically adjust the rotation based on the vehicle's dimensions and movement. For instance, the driver-side brush may rotate counterclockwise, while the passenger-side brush rotates clockwise to ensure comprehensive cleaning.

FIG. 46 illustrates an exemplary washer unit configuration, according to an embodiment of the present disclosure. The washer units 121 may initially align near the vehicle's centerline and rotate outward as the vehicle progresses along the conveyor. In some examples, the washer units 121 can have a diameter of approximately 7 feet, with bristles 128 extending about 36 inches, and operate at controlled speeds, such as 80 revolutions per minute (RPM). Each washer unit 121 may be mounted on a 2-inch shaft 126 supported by Rotex/slewing 12-inch floor bearings 122 to enhance motion control and durability. In some embodiments, use of a slewing bearing 122 allows the washer unit movement to be exact, to precisely avoid sensitive areas with mirrors and sensors, to precisely control penetration and pressure, all resulting in a better wash. The system's operation can be manual, automated, or governed by algorithms that dynamically adjust arm motion to accommodate varying vehicle sizes and geometries. Hydraulic rotation mechanisms, supported by knuckle joints 125, may provide smooth and controlled movement, with the entire system anchored to a frame 123, such as one measuring 16 feet tall and 14 feet wide, to accommodate large vehicles.

FIG. 47 depicts a top-down view of an exemplary washer system, showing the positioning of dual washer units 121 on either side of a vehicle, according to an embodiment of the present disclosure. For instance, the washer units 121 may have diameters of approximately 7 feet and start in a central alignment, rotating outward to engage the vehicle's sides as it moves along a conveyor system. The conveyor 100 on the driver's side could be about 28 inches wide, with a beltless roller deck 175 on the passenger side. To accommodate oversized trucks, the brushes 121 may be spaced approximately 7 feet apart. Rotex/slewing bearings 122, located at a distance such as 65 inches from the brush cores 124, can provide the structural and operational stability necessary for dynamic adjustments during operation.

FIG. 48 provides a detailed view of the wheel and side washer system, according to an embodiment of the present disclosure, highlighting the washer units' 131 rotation and penetration functionality. In certain configurations, the centrally positioned washer units 131 may start in alignment and extend outward during operation. High-pressure water jets, in some embodiments, can be incorporated to deliver targeted cleaning for hard-to-reach areas. In some embodiments, the high-pressure washer unit can be controlled with VFD. In some embodiments, the high pressure washer unit 131 is larger to accommodate larger vehicles.

FIG. 49 illustrates another example of a washer unit 132 configuration, according to an embodiment of the present disclosure. In some embodiments, the brushes 136 may be mounted on cores 135 approximately 12 inches in diameter, resulting in a total diameter of 7 feet to get better reach for larger vehicles (compared to the conventional 5 feet), and supported by shafts 134 measuring about 4 inches in diameter and extending 6 feet. Unlike some designs, these washer units 132 may forgo air cylinders or springs, relying entirely on hydraulic control for both rotation and penetration. This ensures consistent cleaning pressure across the vehicle's surfaces. Rotex/slewing bearings 133 may facilitate controlled movement and adaptable positioning of the washer units 132, allowing cleaning parameters to be tailored to the specific geometries of various trucks or other vehicles.

In some embodiments, the washer units may be hydraulically controlled to manage both positioning and penetration, incorporating Rotex-type bearings for enhanced stability. These bearings, mounted at floor level, allow the washer units to maintain optimal alignment during operation. For example, washer units with a diameter of approximately 7 feet may achieve a cleaning penetration depth of around 36 inches while operating at controlled speeds, such as 80 revolutions per minute (RPM). The washer units can extend from a height of approximately 12 inches above the floor to about 14 feet, allowing for comprehensive coverage of large truck surfaces. Structural support for the washer material, which may be around 36 inches in length, could be provided by a 2-inch diameter shaft coupled with a core of approximately 12 inches in diameter.

In some embodiments, the system may feature counterclockwise rotation for the washer unit positioned on the driver's side and clockwise rotation for the washer unit on the passenger side. Hydraulic motors may provide precise control over the rotational speed and penetration depth of the washer units, ensuring consistent cleaning pressure across all truck surfaces. The system can incorporate Rotex 12-inch floor-mounted bearings to facilitate precise motion control, allowing the washer units to extend or retract as needed. For instance, each bearing may be rated to handle cleaning pressures of approximately 8 pounds across the front, side, and rear surfaces of a truck, promoting uniform force distribution to enhance cleaning efficacy without risking vehicle damage.

In some embodiments, the structural components of the system may be designed to accommodate the high operational loads associated with heavy truck cleaning. For example, the washer units may be mounted on a concrete slab with a diameter of about 5 feet and a thickness of 20 inches, constructed from 4,500 PSI reinforced concrete integrated into a 12-inch-thick floor. The steel structure supporting the washer system may consist of welded steel components with a thickness of approximately half an inch, anchored to the floor using Grade 8 bolts that are, for instance, 16 inches long and 1 inch in diameter.

The system may utilize hydraulic piping rated for pressures of up to 6,000 PSI to manage fluid dynamics within the washer system. Hydraulic couplers equipped with slide protection collars may connect the motors to the shafts. In some embodiments, the hydraulic controls may allow for complete automation of washer unit motion and penetration, allowing for precise adjustments tailored to the size and configuration of the vehicle. For example, the system may provide a penetration depth of up to 36 inches, ensuring thorough cleaning of critical areas such as wheels and the lower body.

The system may also incorporate dual-arm washers, positioned at intervals such as 7 feet apart, to simultaneously clean opposing sides of a truck. Each arm 133, in one configuration, may measure approximately 6 feet in length and be constructed from half-inch-thick steel. The arms 133 may be hydraulically controlled for rotational motion, allowing the washer units to extend and retract as needed to adapt to varying truck geometries. This precise hydraulic motion, combined with adjustable rotational control, can facilitate thorough cleaning of all vehicle surfaces, including hard-to-reach areas.

In some embodiments, the vehicle wash facility may include a tractor-trailer air dryer system designed to efficiently dry large vehicles. For example, the system may feature an overhead dryer nozzle mounted on a hydraulic-controlled Rotex/slewing rotating bearing, which provides approximately 180 degrees of rotational motion. The overhead nozzle, which can be about 6 inches in diameter, may dynamically follow the movement of the tractor as it progresses along the conveyor system. This motion ensures consistent air pressure is applied to the vehicle during the drying process, potentially eliminating the need for multiple rows of stationary nozzles.

FIG. 50 illustrates an exemplary air dryer system 143 for, e.g., a tractor-trailer, according to an embodiment of the present disclosure, highlighting the overhead 149 and side 148 dryer nozzles as well as the motion and structural components of the system. In one configuration, the overhead dryer arm 146 may include nozzles 149 approximately 6 inches in diameter, mounted on a hydraulic-controlled Rotex/slewing rotating bearing 152 capable of 180 degrees of motion. This rotational capability allows the nozzle to maintain a consistent air pressure on the vehicle by aligning with the truck's trajectory as it advances along the conveyor system. Additionally, side-mounted nozzles 148 may be vertically adjustable, providing a clearance range of about 90 to 168 inches to accommodate varying vehicle dimensions. In some embodiments, the system can be powered by a 25-horsepower, three-phase motor 147 for the air dryer and a 5-horsepower, three-phase hydraulic power pack to control the rotation of the slewing/Rotex bearings 152. For structural stability, the overhead arm 146 may be anchored to a reinforced concrete base, such as a 20-inch-thick, 5-foot-square slab with rebar reinforcement. This design facilitates high-efficiency drying by maintaining directed airflow on the vehicle, reducing the need for multiple stationary dryer rows. In some embodiments, the exemplary air dryer system 143 may use 45-horsepower (compared to 250-horsepower used by conventional system) and use a lower blowing rpm (1,750 rpm versus 3,500 rpm), with the use of a more aggressive impeller. In some embodiments, the exemplary air dryer system 143 described herein may reduce horsepower by 50% compared to conventional lines of stationary air dryers.

FIG. 51 depicts a side view of an exemplary tractor-trailer air dryer system 143 operating within a wash tunnel 1000. The diagram demonstrates how the system efficiently dries the tractor component by following the truck's movement along the conveyor. For instance, a vertical air dryer nozzle 149 mounted on an 18-inch Rotex/slewing bearing may pivot to maintain alignment with the vehicle's trajectory (shown at different locations at 149′, 149″, and 149′″), directing a controlled stream of air along the vehicle's surface for even drying. Side-mounted nozzles 148 may complement the vertical nozzle 149, delivering adjustable air pressure and volume to meet specific drying requirements. The system operates seamlessly as the vehicle transitions from the wash tunnel 2000 to the drying area, leveraging precise air pressure control and nozzle positioning to optimize drying efficiency.

In some embodiments, the system may include side-mounted dryer nozzles 148 positioned vertically and designed to be adjustable to accommodate varying vehicle dimensions. For example, the nozzles 148 may provide a clearance range of approximately 90 to 168 inches. During installation, these side nozzles 148 can be calibrated to optimize air pressure and volume based on specific operational requirements. The air dryer system 143 may be powered by a 25-horsepower, three-phase motor 145 to drive the air dryer nozzle, with a 5-horsepower, three-phase hydraulic power pack controlling the rotation and elevation of the Rotex/slewing bearing.

In some embodiments, an air dryer arm 145 may be installed on both sides of the vehicle wash path and anchored to a robust foundation. For instance, the arm 145 may be secured to a concrete base measuring about 20 inches thick and 5 feet square, reinforced with rebar and integrated into a 12-inch-thick floor for enhanced structural stability. This design allows the air dryer system 143 to efficiently dry the tractor component of a tractor-trailer by synchronizing nozzle motion with the vehicle's movement. This synchronization can improve energy efficiency and drying performance compared to traditional stationary nozzle setups. After completing the drying process, the air dryer arm 143 may retract or rotate out of the vehicle wash path and shut off to conserve energy and prepare for the next vehicle.

The elements of the figures are not exclusive. Other embodiments may be derived in accordance with the principles of the invention to accomplish the same objectives. Although this invention has been described with reference to particular embodiments, it is to be understood that the embodiments and variations shown and described herein are for illustration purposes only. Modifications to the current design may be implemented by those skilled in the art, without departing from the scope of the invention.

While various illustrative embodiments incorporating the principles of the present teachings have been disclosed, the present teachings are not limited to the disclosed embodiments. Instead, this application is intended to cover any variations, uses, or adaptations of the present teachings and use its general principles. Further, this application is intended to cover such departures from the present disclosure that are within known or customary practice in the art to which these teachings pertain.

In the above detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, similar symbols typically identify similar components, unless context dictates otherwise. The illustrative embodiments described in the present disclosure are not meant to be limiting. Other embodiments may be used, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that various features of the present disclosure, as generally described herein, and illustrated in the Figures, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations, all of which are explicitly contemplated herein.

The present disclosure is not to be limited in terms of the particular embodiments described in this application, which are intended as illustrations of various features. Many modifications and variations can be made without departing from its spirit and scope, as will be apparent to those skilled in the art. Functionally equivalent methods and apparatuses within the scope of the disclosure, in addition to those enumerated herein, will be apparent to those skilled in the art from the foregoing descriptions. It is to be understood that this disclosure is not limited to particular methods, reagents, compounds, compositions or biological systems, which can, of course, vary. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting.

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein are generally intended as “open” terms (for example, the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” et cetera). While various compositions, methods, and devices are described in terms of “comprising” various components or steps (interpreted as meaning “including, but not limited to”), the compositions, methods, and devices can also “consist essentially of” or “consist of” the various components and steps, and such terminology should be interpreted as defining essentially closed-member groups.

As used in this document, the singular forms “a,” “an,” and “the” include plural references unless the context clearly dictates otherwise. Unless defined otherwise, all technical and scientific terms used herein have the same meanings as commonly understood by one of ordinary skill in the art. Nothing in this disclosure is to be construed as an admission that the embodiments described in this disclosure are not entitled to antedate such disclosure by virtue of prior invention.

In addition, even if a specific number is explicitly recited, those skilled in the art will recognize that such recitation should be interpreted to mean at least the recited number (for example, the bare recitation of “two recitations,” without other modifiers, means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, et cetera” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (for example, “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, et cetera). In those instances where a convention analogous to “at least one of A, B, or C, et cetera” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (for example, “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, et cetera). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, sample embodiments, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

Various of the above-disclosed and other features and functions, or alternatives thereof, may be combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations or improvements therein may be subsequently made by those skilled in the art, each of which is also intended to be encompassed.